SPECIFICATIONS 


FOR 


TRIPLE-EXPANvSION  TWIN-SCREW 


PROPELLING  ENGINES, 


WITH 


BOILERS  AND  AUXILIARY  MACHINERY, 


FOR 


TORPEDO  BOATS  Nos.  3, 4,  and  5, 


TO  MAKE  A  SPEED  OF  TWENTY-FOUR  AND  ONE-HALF  KNOTS  PER  HOUR 
AT  A  DISPLACEMENT  OF  135  TONS. 


BUREAU  OF  STEAM  ENGINEERING, 
WASHINGTON,  D.  C. 


WASHINGTON  : 
GOVERNMENT  PRINTING  OFFICE. 

1894. 


I  LIBRARY  t 

w  OF  THE  Ta 

I  University  of  Illinois,  t 

^         CIvASS.  .  BOOK.  VOI.UMK.  ^ 

#  Q?^i.\.^.....\X'a':b.^x^r.  # 

%       Books  are  not  to  be  taken  from  the  Library.  ^ 


^cession  No.   i 


\ 


SPECIFICATIONS 


FOR 


TRIPLE-EXPANSION  TWIN-SCREW 

PROPELLING  ENGINES, 


WITH 


BOILERS  AND  AUXILIARY  MACHINERY. 


FOR 


TORPEDO  BOATS  Nos.  3, 4,  and  5, 


TO  MAKE  A  SPEED  OF  TWENTY-FOUR  AND  ONE-HALF  KNOTS  PER  HOUR 
AT  A  DISPLACEMENT  OF  135  TONS. 


Ut  .  5  ^BUREAU  OF  STEAM  ENGINEERING, 

WASHINGTON,  D.  C, 


WASHINGTON  : 
GOVERNMENT  PRINTING  OFFICE^ 

1894. 


LIST  OF  PLANS  ACCOMPANYING  THESE  SPECIFICATIONS. 


General  arrangement  of  the  machinery  and  boilers  in  the  vessel. 

General  arrangement  of  engines. 

High-pressure  and  intermediate-pressure  cylinders. 

Low-pressure  cylinders. 

Engine  frames. 

Condensers. 

Air  pumps. 

Circulating  pumps  and  engines. 
Boiler. 

Note. — The  following  detail  drawings  will  be  furnished  the  contrac- 
tor if  desired : 
Screw  propellers. 
Blowers  and  blower  engines. 


(n) 


A. 

Page. 

Air  cocks,  boiler   —  37 

Air-pressure  gauges   39 

Air  pumps   —  23 

Apparatus,  distilling  —  40 

Ash  hoists     38 

Ash-pit  doors,  furnace  and   32 

Ash  sprinklers.   39 

Attachment  of  valves  to  hulL  46 

Auxiliary-engine  stop  valves.  46 

Auxiliary  exhaust  pipes   42 

Auxiliary  feed  pipes  —  43 

Auxiliary  steam  pipes  —  41 

B. 

Bars  and  bearers,  grate   32 

Bearings,  crank-shaft    11 

Bearings,  stern-bracket    21 

Bearings,  stern-tube   21 

Bearings,  thrust   20 

Bearings,  valve-motion  shaft.  14 

Bedplates   —  11 

Bilge  strainers     46 

Bilge-suction  pipes  and  steam 

ejectors     26 

Bleeder  pipes   42 

Blowpipes     36 

Blow  valves,  bottom    35 

Blow  valves,  surface   35 

Blower  engines   39 

Blowers,  fire-room    39 

Boilers    31 

Boilers,  steam  gauges  for   36 

Boiler  air  cocks   37 

Boiler  attachments   33 

Boiler  casings  and  uptakes   32 

Boiler  drain  cocks    37 

Boiler  manholes  and  hand- 
holes   _   31 

Boiler  material  .   31 

Boiler  protectors,  zinc   37 


Boiler  pumping-out  pipes   36 

Boiler  saddles   33 

Boiler  stop  valves   33 

Boiler  tubes   31 

Boiler  water  gauges   36 

Boilers  and  machinery,  tests  of  55 

Bolts  and  nuts  _   20 

Bottom  blow  valves    35 

Boxes,  journal    19 

Boxes,  stuffing    19 

Bracket  bearings,  stern   21 

Brasses  and  caps,  crank-shaft.  11 

Brasses,  crank-pin     10 

Brasses,  crosshead    11 

Bulkheads,  shafts  through   50 

Bulkheads,  pipes  through  wa- 
ter-tight    44 

O. 

Casings,  high  and  intermedi- 
ate pressure  cylinder   3 

Casings,  low-pressure  cylinder  4 
Changes  in  plans  and  specifi- 
cations  59 

Check  valves,  feed. _    34 

Chests,  valve   5 

Circulating-pump  connec- 
tions __  _   24 

Circulating  pumps    24 

Circulating-pump  engine   24 

Clearances,  cylinder   5 

Clocks   30 

Clothing  and  lagging    48 

Cocks  and  valves   47 

Cocks,  boiler  air   37 

Cocks,  boiler  drain   37 

Cocks,  cylinder  drain   8 

Cocks,  gauge     37 

Condensers     22 

Connecting  rods   10 

Connecting  rods,  valve   14 


(III) 


IV 


Page. 


Connections,  circulating- 
pump   -   24 

Connections,  auxiliary  feed 

pump,  deck    43 

Copper  pipes,  thickness  of   44 

Counters,  revolution —   29 

Covers,  cylinder   4 

Covers,  valve-chest   6 

Crank-pin  brasses.  - —  10 

Crank-shaft  bearings  ___   11 

Crank-shaft  brasses  and  caps.  11 

Crankshafts    16 

Crosshead  brasses   11 

Crosshead  and  slippers   10 

Crosshead  guides   12 

Cylinder  casings,  high  and  in- 
termediate-pressure. _   3 

Cylinder    casings,  low-pres- 
sure   4 

Cylinder  clearances   5 

Cylinder  covers   4 

Cylinder  drain  cocks   8 

Cylinder  relief  valves  —  7 

Cylinders    3 

Cylinders,  piimp_  —  27 

D. 

Deck  and  v^afcer-tight  bulk- 
heads, pipes  through   44 

Deck  connections  from  auxili- 
ary feed  pump  »  43 

Description,  general   1 

Desk,  engine-room   30 

Distilling  apparatus   40 

Doors,  furnace  and  ash-pit.  32 

Drain  cocks,  boiler    37 

Drain  cocks,  cylinder   8 

Drainpipes  and  traps   44 

Drawings  of  completed  ma- 
chinery —  58 

Drawings,  working   57 

Drips,  oil   19 

Dry  pipes  _   33 

Duplicate  pieces    52 

B. 

Ejectors,  steam,  and  bilge-suc- 
tion pipes  .   26 


Engineer's  office,  superintend- 
ing  57 

Engine,  circulating-pump   24 

Engine  frames   —  H 

Engine  indicators    20 

Engine-room  desk   —  30 

Engine-room  telegraphs, _-«--  29 

Engine-room  water  service —  27 

Engine  stop  valves,  auxiliary.  46 
Engine    stop    and  throttle 

valves     8 

Engine,  securing,  in  vessel —  28 

Engines,  blower   39 

Escape  pipes   —  43 

Evaporators.   40 

Exhaust  pipes  —  15 

Exhaust  pipes,  auxiliary   42 

F. 

Feed  check  valves   34 

Feed  pumps,  main   38 

Feed  pumps,  auxiliary.  _   38 

Feed-pump  pressure  gauges  ..  38 

Feed  tanks   25 

Feed-tank  suction  pipes   26 

Fire-room  blowers    39 

Fitting  and  material  of  pipes.  45 

Floors  _  ---  50 

Frames ,  en gine  __.   11 

Furnace  and  ash-pit  doors  ...  32 

G. 

Gauge  cocks    37 

Gauges,  air-pressure   39 

Gauges,  boiler  water    36 

Gauges,  feed-pump  pressure.  .  38 

Gauges  for  boilers,  steam   36 

Gauges,  steam  and  vacuum  28 
Gear  for  working  valves  from 

deck  -   51 

Gear,  lifting   51 

Gear,  reversing   12 

Gear,  turning   28 

Gear,  valve    12 

General  description. __   1 

Grate  bars  and  bearers   32 

Guides,  crosshead   12 

Guides,  valve-stem,  and  wrist 

pin  :   14 


V 


H. 

Page. 

Hand  rails  -   50 

Hand-holes  and  manholes, 

boiler  —  31 

Hose  and  hose  attachments..  50 

High-pressure  cylinder  casing  3 

Hoists,  ash  -    38 

I. 

Indicators ,  en gine  ---  29 

Injection  valves,  main  drain.  25 

Injection  valves,  sea   25 

Inspection   59 

Instruments,   labels  on  gear 

and   48 

Intermediate  and  low  pres- 
sure steam  pipes  .   43 

Intermediate  pressure  cylin- 
der casings,  high  and   3 

J. 

Joints,  riveted   31 

Journals  and  journal  boxes..  19 

L. 

Labels  on  gear  and  instru- 
ments   48 

Ladders   50 

Lagging  and  clothing   48 

Levers,  working,  and  gear...  15 

Lifting  gear  --  51 

Linings,  valve-chest   6 

Low  and  intermediate  pres- 
sure steam  pipes  - —  43 

Low-pressure  cylinder  casings  4 

Lubrication   18 

M. 

Machinery  and  boilers,  tests  of  55 
Machinery,  drawings  of,  com- 
pleted  -   58 

Main  drain  injector  valves  __.  25 

Main  valves   7 

Manholes  and  hand-holes, 

boiler    31 


Page, 

Mandrels  for  white-metal 

bearings   19 

Main  feed  pipes   43 

Main  feed  pumps   38 

Main  steam  pipes.   41 

Main  stop  valves,  boiler   33 

Materials  and  workmanship..  53 

Material,  boiler   31 

Material,  tests  of   55 

Material  and  fitting  of  pipes.  45 

N. 

Nuts  and  bolts   20 

O. 

Office,   superintending  engi- 
neer's   —  57 

Oil  drips   19 

Oil  tanks     51 

Omissions   60 

Outboard-delivery  valves   25 

P. 

Painting   56 

Pipes,  auxiliary  feed   43 

Pipes,  auxiliary  steam   41 

Pipes,  auxiliary  exhaust   42 

Pipes,  bilge-suction —  --  26 

Pipes,  bleeder    42 

Pipes,  blow...  —  36 

Pipes,  boiler  pumping-out  ...  36 

Pipes,  drain    44 

Pipes,  dry    33 

Pipes,  escape  ._   43 

Pipes,  exhaust    15 

Pipes,  exhaust,  auxiliary   42 

Pipes,  feed-tank  suction   26 

Pipes,  intermediate  and  low 

pressure  steam   43 

Pipes,  material  and  fitting  of.  45 

Pipes,  main  feed    43 

Pipes,  main  steam   41 

Pipes,  sea  suction   26 

Pipes,  smoke   32 

Pipes,  thickness  of    44 

Pipes  through  water-tight 

bulkheads  and  deck   44 

Pistons  —   9 


VI 


Piston-rod  st  affing  boxes   9 

Piston  rods    9 

Piston  valves    7 

Plans  and  specifications; 

changes  in   59 

Platforms,  floors  and    50 

Platforms,  w^orking   15 

Preliminary  tests  and  trials 57 

Propellers,  screw   21 

Propeller  shafts   17 

Pump  cylinders   27 

Pump  relief  valves    27 

Pumps,  air   .»>   23 

Pumps,  auxiliary  feed   38 

Pumps,  circulating   24 

Pumps,  main  feed   38 

R. 

Radiators  »   49 

Record  of  weights    57 

Rails,  hand   -   50 

Relief  valves,  cylinder   7 

Relief  valves,  pump   27 

Reversing  gear   12 

Revolution  counters    29 

Riveted  joints    31 

Rods,  connecting   10 

Rods,  piston   9 

S. 

Safety  valves   34 

Saddles,  boiler.,    33 

Screw  propellers  .   21 

Sea-injection  valves   25 

Sea-suction  pipes   26 

Sea  valves   46 

Securing  engines  in  vessel   28 

Shafts..   16 

Shafts,  crank    16 

Shafts,   propeller  and  stern 

tube...    17 

Shafts,  thrust  _   17 

Shafts,  through  bulkheads.. _  50 

Shafts,  valve-motion.   14 

Smoke  pipes   32 

Speaking  tubes   29 

Specifications  and  plans, 

J  in   59 


Page. 

Sprinklers,  ash   39 

Steam  and  vacuum  gauges. 28 
Steam  ejectors  and  bilge-suc- 
tion pipes   26 

Steam  gauges  for  boilers   36 

Steam  pipes,  auxiliary   41 

Steam  pipes,  main   41 

Steam  tube  cleaners   40 

Stems,  valve    7 

Stern-bracket  bearings   21 

Stern-tube  bearings   21 

Stern-tube  shafts   17 

Stern-tube  stuffing  boxes   21 

Stop  valves,  boiler   33 

Stop  valves,  auxiliary  engine.  46 

Strainers,  bilge    46 

Stuffing  boxes-  _.   19 

Stuffing  boxes,  piston-rod   9 

Stuffing  boxes,  stern-tube   21 

Stuffing  boxes,  valve-stem  ...  9 
Suction  pipes,  bilge  and  steam 

ejectors   —  26 

Suction  pipes,  feed-tank   26 

Suction  pipes,  sea  . —  26 

Superintending  engineer's  of- 
fice   57 

Surface  bio w  v alv es..   35 

T. 

Tanks,  feed    25 

Tanks,  oil   51 

Telegraphs,  engine-room   29 

Tests  and  trials,  preliminary.  57 

Tests  of  boilers  and  machinery  55 

Tests  of  material   —  55 

Thermometers    29 

Thickness  of  copper  pipes....  44 
Throttle  valves,  engine  stop 

and   8 

Thrust  bearings   20 

Thrust  shafts   17 

Tools   51 

Trials,  preliminary  tests  and.  57 

Traps  and  drainpipes   44 

Tubes,  boiler   31 

Tube  cleaners,  steam   40 

Tube,  Speaking   29 

Turning  gear    28 


VII 


u. 

Page. 


TTptakes    32 

V. 

Vacuum  gauges,  steam  aiid__-  28 

Valve  chests   5 

Valve-chest  covers    6 

Valve-chest  linings   6 

Valve  connecting  rods   14 

Valve  gear  and  reversing  gear  12 

Valve-motion  shaft  bearings__  14 

Valve-motion  shafts   14 

Valve-stem  guides  and  wrist 

pins   14 

Valve  stems   7 

Valve-stem  stuffing  boxes   9 

Valves,  attachment  of,  to  hull  46 

Valves,  auxiliary-engine  stop  46 

Valves,  boiler  stop   33 

Valves,  bottom  blow   35 

Valves,  cocks  and   47 

Valves,  cylinder  relief   7 

Valves,  engine  stop  and  throt- 
tle  8 

Valves,  feed  check. _   34 

Valves,  gear  for  working  from 

deck   51 

Valves,  main     7 


Page. 


Valves,  main  drain  injection.  25 

Valve-motion  shafts    14 

Valves,  outboard-delivery   25 

Valves,  piston   7 

Valves,  pump  relief   27 

Valves,  safety  -   34 

Valves,  sea   _   46 

Valves,  sea-injection   25 

Valves,  stop,  auxiliary-engine  46 

Valves,  surface  blow   35 

W. 

Water  gauges,  boiler   36 

Water  service,  engine-room. .  27 
Water-tight  bulkheads,  pipes 

through  _   44 

Weights,  record  of   57 

Whistle    49 

White-metal  bearings,  man- 
drels for   19 

Working  drawings    57 

Working  levers  and  gear   15 

Working  platforms   15 

Workmanship  and  materials.  53 

Z. 

Zinc  boiler  protectors   37 


SPECIFIC  AT  [ONS 

■'  •  i  '  /  !  : 

FOR 

'     ^'1  I'M  1  V  <,\   (  (  f  [ 

TRIPLE-EXPANSION  TWIN-SCI^EW 

PROPELLING  ENGINES, 

WITH 

BOILEKS  AND  AUXILIAEY  MACHINERY, 

EEFERENCE  BEING  HAD  TO  THE  DRAWINGS  ACCOMPANYING  AND  FORMING 
PART  OF  THESE  SPECIFICATIONS. 


1.  GENERAL  DESCRIPTIOBT. 

The  propelling  engines  will  be  alike  and  each  will  be 
placed  in  a  separate  water-tight  compartment.  These 
engines  will  be  of  the  vertical  inverted-cylinder,  direct- 
acting,  triple-expansion  type,  each  with  a  high-pressure 
cylinder  12  inches  in  diameter,  an  intermediate-pressure 
cylinder  19^  inches  in  diameter,  and  two  low-pressure 
cylinders  each  22  inches  in  diameter;  the  stroke  of  all 
pistons  being  16  inches.  The  indicated  horse  power  of 
propelling  engines  will  be  about  2,000,  when  the  engines 
are  making  about  412  revolutions  per  minute.  The  high- 
pressure  cylinder  will  be  aft  in  the  starboard  engine  and 
forward  in  the  port  engine,  and  the  low-pressure  cylin- 
ders will  be  forward  in  the  starboard  engine  and  aft  in 
the  port  engine. 

The  main  valves  will  be  worked  by  means  of  cranks 
on  a  shaft  parallel  to  the  main-engine  shaft  and  geared 
to  that  shaft. 

All  the  main  valves  will  be  piston  valves,  there  being 
one  for  each  high-pressure,  two  for  each  intermediate- 
pressure,  and  two  for  each  low-pressure  cylinder. 

Each  main  piston  will  have  one  piston  rod,  with  a 
crosshead  working  in  a  slipper  guide.    The  framing  of 


(1) 


2 


the  engines  will  consist  of  vertical  forged-steel  columns 
well  stayed  by  diagonal  braces.  The  engine  bedplates 
will  be  of  plate  steel,  supported  on  wrought-steel  keelson- 
plates  built  in  the  vessel.  The  crank  shafts  will  be  made 
in  one  section  and  will  be  hollow. 

The  shafts,  piston  rods,  connecting  rods,  and  w^orking 
parts  generally,  will  be  forged  of  mild,  open-hearth 
steel.  The  piston  rods,  connecting  rods,  and  valve  rods 
will  be  oil  tempered. 

There  will  be  two  condensers  made  entirely  of  composi- 
tion and  sheet  brass.  Each  will  have  a  cooling  surface 
of  about  800  square  feet,  measured  on  the  outside  of  the 
tubes,  the  water  passing  through  the  tubes.  For  each 
propelling  engine  there  will  be  a  single-acting  air  pump 
driven  from  the  main-engine  shaft.  The  circulating 
pumps  will  be  of  the  centrifugal  type,  one  for  each  con- 
denser. The  propellers  will  be  right  and  left,  of  man- 
ganese bronze  or  approved  equivalent  metal. 

There  will  be  two  water-tube  boilers  constructed  for  a 
working  pressure  of  250  pounds  per  square  inch.  Each 
boiler  will  be  placed  in  a  water-tight  compartment  as 
shown,  one  being  forward  of  the  engines  and  the  other 
aft.  The  total  grate  surface  will  be  at  least  95  square 
feet,  and  the  total  heating  surface  at  least  5,120  square 
feet. 

There  will  be  two  smoke  pipes,  one  for  the  forward  and 
one  for  the  after  boiler. 

There  will  be  an  auxiliary  feed  pump  in  each  fire  room, 
and  they  will  be  duplicates  of  the  main  feed  pumps. 
The  main  feed  pumps,  which  will  be  placed  in  the 
engine  room,  will  connect  with  the  main  feed  pipes,  and 
will  have  a  capacity  sufficient  to  supply  the  amount  of 
water  necessary  for  the  boilers  when  steami-ng  at  full 
power  under  forced  draft. 

There  w411  be  one  blower  for  each  fire  room. 

There  will  be  two  evaporators  and  one  distiller,  and 
such  other  auxiliary  or  supplementary  machinery,  tools, 
instruments,  or  apparatus  as  are  described  in  the  follow- 
ing detailed  specifications,  or  shown  in  the  accompanying 
drawings. 

5864  2 


3 


The  weight  of  all  the  machinery  and  boilers,  including 
auxiliaries  and  heaters  and  water  in  the  boilers,  condens- 
ers, and  pipes,  and  such  stores  and  spare  parts  as  may  be 
carried  on  board  when  fully  equipped  must  not  exceed  60 
tons. 

2.  CYLINDERS. 

The  cylinder  casings  will  include  the  valve  chests, 
steam  ports,  and  passages,  and  the  various  brackets  to 
which  the  cylinder  supports  will  be  attached.  The  steam 
and  exhaust  ports  will  be  smoothly  cored  to  the  dimen- 
sions shown  in  the  drawings,  the  walls  of  the  passages 
being  strongly  stayed  by  ribs  or  bolts. 

The  four  cylinder  casings  of  each  engine  will  be  made 
in  two  castings,  the  high  and  intermediate  pressure  form- 
ing one,  and  the  two  low-pressure  cylinders  the  other. 

These  castings  will  be  so  bored,  and  flanges  for  secur- 
ing them  to  each  other  so  faced,  that  when  bolted  together 
the  distances  between  centers  of  cylinders  beginning 
with  the  high-pressure  will  be  2o>^,  27^^,  and  26>^  inches. 

The  two  castings  will  be  bolted  together  by  body- 
bound  forged-steel  bolts. 

All  the  cylinder  casings,  where  bolted  together  or  to 
the  columns,  shall  be  bolted  by  body-bound  forged-steel 
bolts. 

8.  HIGH  AND  INTERMEDIATE   PRESSURE  CYLINDER 
CASINGS. 

They  will  be  of  close-grained  cast  iron  as  hard  as  can 
be  properly  worked,  and  each  will  contain  the  high  and 
intermediate  pressure  cylinders  of  its  engine.  The  bar- 
rels will  be  11  inch,  and  the  valve  chests  inch  thick. 
Each  will  have  one  piston  valve  for  the  high-pressure 
cylinder,  and  two  piston  valves  for  the  intermediate- 
pressure  cylinder.  They  will  be  faced  and  bored,  as 
shown,  to  the  sizes  of  the  cylinders,  and  for  the  valve- 
chest  linings.  The  brackets  at  the  bottom  for  attach- 
ment of  the  supporting  columns  will  be  well  ribbed  and 


4 


faced.  There  will  be  flanges  cast  on  the  casing,  as  shown, 
and  faced  for  bolting  it  to  the  casing  of  the  two  low- 
pressure  cylinders.  The  walls  of  the  steam  passages  will 
be  properly  stayed.  The  lower  heads  will  be  removable. 
There  will  be  facings,  flanged  and  ribbed  where  neces- 
sary, for  the  attachment  of  the  cylinder  and  valve-chest 
covers,  steam  pipes,  exhaust  pipes,  receiver  safety 
valves,  peep-holes  for  setting  valves,  indicator  pipes,  and 
drain  cocks.  The  steam  passages  will  be  pickled  to 
remove  the  scale. 

4.  LOW-PRESSURE  CYLINDER  CASINGS. 

They  will  be  of  close-grained  cast  iron  as  hard  as  can 
be  properly  worked,  and  each  will  contain  the  two  low- 
pressure  cylinders  of  its  engine.  The  barrels  will  be  {-} 
inch,  and  the  valve  chests  -^^  inch  thick.  They  will  be 
faced  and  bored,  as  shown,  to  the  sizes  of  the  cylinders 
and  for  the  valve-chest  linings.  Each  casing  will  have 
four  piston  valves,  two  for  each  low-pressure  cylinder. 
There  will  be  flanges  cast  on  the  casing,  as  shown,  and 
faced  for  bolting  it  to  the  high  and  intermediate  pressure 
cylinder  casing.  The  lower  heads  will  be  removable. 
There  will  be  faced  brackets  for  the  supporting  columns, 
also  facings  for  the  cylinder  and  valve-chest  covers, 
steam  and  exhaust  pipes,  receiver  safety  valves,  receiver 
live-steam  pipes,  peep-holes  for  setting  valves,  indicator 
pipes,  and  drain  cocks.  The  steam  passages  will  be 
pickled  to  remove  the  scale. 

5.  CYLINDER  COVERS. 

They  will  be  made  of  cast  steel,  %  inch  finished  thick- 
ness, and  well  stiffened  by  -fe-i^ch  ribs,  the  flanges  being 
inch  thick.  They  will  be  so  formed  as  to  leave  as  lit- 
tle clearance  as  practicable. 

Each  cover  will  be  turned  and  faced  to  fit  its  cylinder, 
smooth  turned  on  the  inside  to  a  template  taken  from  the 
pistons,  and  finished  on  outside  and  edges  of  flanges. 
All  except  the  high-pressure  covers  will  have  a  facing 
for  a  relief  valve. 


5 


The  lower  heads,  besides  being  finished  as  above  speci- 
fied, will  be  faced  and  bored  for  piston-rod  stuffing 
boxes. 

The  lower  heads  of  the  intermediate  and  two  low 
pressure  cylinders  will  have  brackets  well  stiffened  by 
ribs  cast  on.  These  brackets  will  be  faced  to  form  the 
support  for  the  upper  end  of  the  respective  crosshead 
guides. 

The  covers  of  the  high-pressure  cylinder  will  be  secured 
to  the  cylinder  casing  by  14,  the  cover  of  the  interme- 
diate-pressure by  18,  and  the  cover  of  each  low-pressure 
by  18  steel  studs  ^  inch  in  diameter. 

Holes  will  be  drilled  and  tapped  for  jack  bolts  and  eye- 
bolts. 

6.  CYLINDEE  CLEARANCES. 

Care  will  be  taken  that  the  clearances  in  the  cylinders 
are  made  no  larger  than  absolutely  necessary.  After 
the  engines  are  set  up  in  place  and  connected,  the  volume 
of  the  clearance  at  each  end  of  each  cylinder  will  be 
carefully  measured  by  filling  the  space  with  water  or  oil, 
and  the  result  plainly  marked  on  some  conspicuous  part 
of  the  cylinder  casing.  Marks  will  also  be  made  on  the 
crosshead  guides  showing  the  position  of  the  pistons 
when  the  clearances  were  measured. 

7.  VALVE  CHESTS. 

The  valve  chest  of  each  high-pressure  cylinder  will  be 
fitted  for  one,  each  intermediate-pressure  for  two,  and 
each  low-pressure  for  two  piston  valves. 

There  will  be  openings  at  each  end  of  the  chests  for 
inserting  and  removing  the  valves  and  working  linings; 
the  chests  will  be  accurately  bored  and  faced  for  the 
reception  of  the  working  linings. 

Before  the  insertion  of  the  linings  the  steam  and 
exhaust  passages  must  be  thoroughly  cleaned  and  pickled, 
and  care  taken  that  the  passages  are  nowhere  contracted 
to  less  than  the  specified  areas. 

Each  intermediate-pressure  and  each  low-pressure 
valve  chest  will  have  a  i>4-inch  adjustable  spring  safety 


6 


valve  of  approved  pattern.  They  will  be  loaded  to  loo, 
and  40  pounds,  respectively,  for  the  intermediate  and 
low-pressure  chests. 

All  valve  chests  will  also  be  fitted  with  approved 
composition  drain  cocks  or  valves  and  nonreturn  valves 
to  discharge  through  pipes  into  the  feed  tanks,  except  in 
the  case  of  the  low-pressure  valve  chests  which  will  dis- 
charge into  the  condensers. 

8.  VALVE-CHEST  LIHINGS. 

There  will  be  a  working  lining  at  each  end  of  each 
valve  chest  for  each  piston  valve.  They  will  be  of 
close-grained  cast  iron  as  hard  as  can  be  properly 
worked,  accurately  turned  to  fit  the  casings,  and  accur- 
ately bored  and  polished  with  emery  to  an  internal 
diameter  of  6%  inches  in  the  high-pressure,  and  7%  for 
each  of  the  valves  of  the  intermediate  and  low  pressure, 
leaving  the  body  of  the  liners  ^-^  inch  thick. 

They  will  be  forced  into  place,  making  all  joints  per- 
fectly tight.  Both  ends  of  each  liner  will  have  a 
shoulder  bringing  up  against  a  shoulder  in  the  casing  at 
one  end  and  against  the  valve-chest  bonnet  at  the  other 
end  to  insure  its  being  held  firmly  in  place,  as  shown  on 
drawing. 

The  steam  ports  will  have  alternating  right  and  left 
diagonal  bridges  of  such  a  section  as  to  permit  of  the 
easy  passage  of  steam,  taking  up  not  more  than  two- 
tenths  of  the  port  area. 

The  edges  of  all  ports  will  be  finished  to  a  uniform 
outline. 

9.  VALVE-CHEST  COVEES. 

They  will  be  made  of  cast  brass  as  shown,  and  each, 
except  the  lower  high-pressure,  will  be  an  inlet  or  outlet 
nozzle  for  each  valve. 

Each  lower  high -pressure  bonnet  will  be  finished  all 
over  and  will  be  bolted  to  a  nozzle  which  is  a  continua- 
tion of  the  valve  chest,  and  has  a  flange  for  the  steam 
pipe.  This  nozzle,  which  will  be  of  cast  steel,  ^  inch  thick^ 
will  have  on  it  a  thick  facing,  for  bolting  on  the  upper  end 


7 


of  the  high-pressure  crosshead  guide.  This  nozzle  will 
be  fitted  to  the  valve  chesf,  metal  to  metal,  bringing  up 
against  the  shoulder  on  the  lining,  and  will  be  secured 
by  body-bound  bolts. 

The  flanges  will  be  turned  and  faced  to  fit  on  valve- 
chests  as  shown.  Each  lower  cover  will  be  faced  and 
bored  to  receive  the  valve-stem  stuffing  boxes. 

All  the  valve  chest  bonnets  which  are  also  nozzles  will 
be  finished  all  over  on  the  outside. 

There  will  be  approved  provisions  for  the  proper  oiling 
of  the  valve  stems. 

Each  valve-chest  cover  will  be  secured  by  eight  ^-inch 
steel  studs,  with  finished  wrought-iron  nuts. 

10.  MAIN  VALVES. 

All  the  main  valves  will  be  piston  valves,  of  cast  iron, 
finished  all  over,  the  finished  thickness  to  be  as  shown  on 
the  drawings.  Each  valve  will  be  made  with  two  heads 
or  pistons,  the  distance  between  the  two  pistons  being 
such  as  to  make  the  steam  and  exhaust  laps  as  required. 
The  valves  will  not  have  any  packing  rings,  but  all  will 
be  turned  and  polished  with  emery  to  fit  their  cylinder 
liners  accurately. 

The  two  heads  or  pistons  will  be  held  apart  by  a  finished 
steel  tube  distance  piece,  upset  at  its  ends,  as  shown  in 
drawing. 

11.  VALVE  STEMS. 

They  will  be  of  forged  steel,  oil  tempered,  and  accu- 
rately'and  smoothly  ground  where  they  pass  through 
the  stuffing  boxes. 

The  lower  end  of  each  stem  will  have  an  eye  forged  on 
it  which  will  be  fitted  with  a  hard  steel  bushing  inch 
thick,  bored  to  fit  the  wrist  pin  as  shown. 

The  lower  end  of  each  high-pressure  valve  stem  will 
also  have  a  crosshead  slipper  forged  on  it  to  work  in 
guides  as  hereinafter  specified. 

12.  CYLINDER  RELIEF  VALVES. 

There  will  be  an  adjustable  spring  relief  valve  of 
inches  diameter  on  each  end  of  each  cylinder.   The  valves 


8 


and  their  casings  will  be  of  composition.  Pipes  will  lead 
from  the  relief-valve  casings  to  the  bilge  with  easily 
broken  joints. 

These  valves  will  have  nickel  seats  or  their  equivalent, 
and  the  valve  fittings  will  be  so  constructed  that  the 
valves  can  be  easily  overhauled  without  slacking  the 
springs,  and  so  that  steam  will  not  come  into  contact 
with  the  springs.  The  springs  will  have  approved  means 
of  adjustment,  and  will  be  long  enough  to  allow  the 
valves  to  open  to  their  full  extent  without  unduly  increas- 
ing the  load.  The  valves  will  be  guided  by  loosely  fitting 
wings.  The  springs  will  bear  on  shoulders  on  spindles 
which  fit  loosely  in  sockets  recessed  in  the  backs  of  the 
valves.  These  spindles  will  be  so  fitted  that  the  valves 
can  be  moved  by  the  application  of  a  lever.  The  valves 
will  be  fitted  with  casings  which  will  prevent  persons 
being  scalded  by  hot  water  from  the  cylinders.  Suitable 
fulcrums  will  be  on  casings  for  the  application  of  levers 
for  working  the  valves;  one  lever  to  be  furnished.  All 
springs  must  pass  a  satisfactory  test. 

13.  CYLINDER  DEATH  COCKS. 

Each  main-engine  cylinder  will  be  fitted  with  a  i-inch 
asbestus-packed  drain  cock,  placed  so  as  to  drain  the 
cylinder  thoroughly.  The  cocks  must  be  perfectly  tight 
without  undue  friction.  The  drain  cocks  of  each  cylin- 
der of  each  engine  will  be  worked  by  a  separate  lever. 
All  the  drain  cocks  of  the  high  and  intermediate  pressure 
cylinders  will  discharge  into  a  pipe  leading  to  the  feed 
tank  through  nonreturn  valves;  of  the  low-pressure  cyl- 
inders into  the  fresh-water  side  of  the  condensers.  Small 
drain  cocks  will  be  fitted  to  the  lowest  parts  of  drain- 
pipes. 

14.  ENGINE  STOP  AND  THROTTLE  VALVES. 

Each  engine  will  have  a  4>^-inch  approved  double  pop- 
pet valve.  Each  valve  will  have  an  index  graduated  to 
show  the  opening  of  the  valve  in  tenths. 

These  valves  must  be  tight  under  all  pressures,  and  will 
be  worked  by  wheels  and  levers  at  the  working  platform. 
The  valve  stems  and  casings  will  be  of  composition. 


9 


15.  PISTON  ROD  AND  VALVE-STEM  STUFFING  BOXES. 

They  will  be  made  of  composition,  fitted  with  an 
approved  metallic  packing,  and  provided  with  efficient 
means  of  lubrication. 

The  packing  of  each  stuffing  box  will  be  made  in  at 
least  two  independent  sections,  so  that  in  case  of  injury 
to  one  section  the  other  will  make  a  tight  joint  alone; 
this  packing  to  be  in  all  respects  equal  to  the  best  in  the 
market,  and  subject  to  the  approval  of  the  Bureau  of 
Steam  Engineering. 

There  will  be  white  metal  fitted  in  the  glands  of  the 
intermediate  and  low-pressure  stuffing  boxes,  as  shown. 

16.  PISTONS. 

They  will  be  of  cast  or  forged  steel,  finished  all  over, 
and  will  be  dished.  Each  piston  will  have  two  packing 
rings,  each  ^  inch  wide,  and  3^  inch  thick,  of  hard 
cast  iron,  cut  obliquely  and  tongued. 

The  packing  rini>s  will  be  sprung  in  without  followers. 

There  will  be  sufficient  clearance  between  the  piston 
and  cylinder  to  allow  for  difference  of  expansion. 

Each  piston  must  be  carefully  gauged,  and  care  taken 
that  the  clearance  between  the  piston  and  cylinder  head 
and  cover  is  as  called  for  on  the  drawings. 

When  completed  the  pistons  must  be  carefully  weighed, 
and  no  excess  of  weight  will  be  allowed  over  that  due  to 
the  dimensions  shown  on  the  drawings. 

17.  PISTON  RODS. 

The  piston  rods  will  be  hollow  and  made  of  forged 
steel,  oil  tempered,  inches  outside  diameter,  and 

i2/s  inches  inside  diameter  for  the  high  and  intermediate 
pressure  cylinders,  and  if^  inches  inside  diameter  for  the 
low-preasure  cylinders.  They  will  be  turned  to  fit  the 
pistons,  with  shoulders  as  shown,  and  fitted  each  with 
a  composition  nut  at  piston  end  secured  by  a  screw 
stop  pin.  The  parallel  parts  will  be  smoothly  and 
accurately  ground. 

Each  piston  rod  will  have,  at  its  seating  in  the  piston, 
a  shoulder  /s  inch  deep  as  shown. 


10 


The  lower  ends  will  have  the  crossheads  forged  on  as 
shown. 

The  piston  rod  will  be  kept  from  turning  in  the  piston 
by  stop  pins. 

18.  CROSSHEADS  AND  SLIPPERS. 

The  crossheads  will  be  forged  on  the  piston  rods,  and 
each  will  have  a  steel  slipper  S^xio  inches  bolted  to  it 
and  working  in  guides,  as  shown. 

The  bearings  for  the  connecting-rod  wrist  pins  will  be 
formed  in  the  crossheads  and  fitted  with  brasses  and  caps, 
as  shown. 

19.  CONNECTING  RODS. 

The  connecting  rods,  with  their  bolts  and  caps,  will  be 
'of  forged  steel,  finished  all  over,  and  oil  tempered.  They 
will  be  40  inches  long  between  centers,  turned  2^  inches 
in  diameter  at  small  end  and  2^  inches  at  large  end,  with 
a  hole  bored  through  the  entire  length  of  each,  inches 
for  the  high  and  intermediate  pressure  and  if^  inches 
for  the  low-pressure  rods. 

The  crosshead  end  of  each  rod  will  be  forked  to  span  the 
crosshead,  and  will  have  the  crosshead  pin  shrunk  into  it. 

The  pins  will  be  made  of  forged  steel,  oil  tempered  and 
ground.  They  will  be  2^  inches  in  diameter,  4%  inches 
long  between  eyes  of  connecting  rod,  with  a  i^-inch 
hole  through  the  axis  of  each. 

The  crank  pin  end  of  each  connecting  rod  will  be  fitted 
with  brasses  lined  with  white  metal. 

Composition  distance  pieces  will  be  fitted  between  the 
butt  and  crown  brasses;  they  will  be  so  fitted  as  to  be 
removable  without  taking  out  the  cap  bolts,  and  will  be 
channeled  so  as  to  be  easily  reduced  when  taking  up  lost 
motion.  At  least  two  thin  tin  liners  will  also  be  fitted 
to  each  rod  for  a  similar  purpose. 

The  caps  will  each  be  fitted  with  one  eyebolt  for 
handling. 

20.  CRANK-PIN  BRASSES. 

They  will  be  accurately  fitted  to  the  connecting-rod 
ends  and  secured  by  the  cap  bolts.    They  will  be  fitted 
5864  3 


11 


with  approved  white  metal  in  strips,  accurately  fitted  to 
the  crank  pins,  and  properly  grooved  for  distribution  of 
oil.  They  will  be  faced  with  sufficient  clearance  between 
crank  webs  to  prevent  nipping  when  heated. 

21.  CROSSHEAD  BRASSES. 

They  will  be  accurately  fitted  to  the  crosshead  pin,  and 
will  be  properly  grooved  for  the  distribution  of  oil. 

22.  ENGINE  FRAMES. 

The  cylinders  will  be  supported  by  ten  wrought-steel 
columns,  as  shown  in  the  drawings.  .  , 

The  tops  of  the  columns  will  be  turned  and  faced  to  tit 
the  facings  and  lugs  on  the  cylinders  and  will  be  secured 
as  shown,  and  the  feet  of  the  columns  will  be  faced  to  ht 
the  facings  provided  for  them  on  the  pillow  blocks,  to 
which  they  are  secured.  ,  -  ^ 

The  columns  will  be  stiffened  by  wrought-steel  tie-rods, 

as  shown. 

23.  BEDPLATES. 

They  will  consist  each  of  a  single  ^8-inch  steel  plate 
secured  to  the  coal-bunker  bulkhead  by  angle  iron  and 
distance  pieces,  as  shown,  and  stiffened  on  the  top  by  a 
longitudinal  angle  iron  on  the  inner  edge.  The  mam 
pillow-block  steel  castings  will  be  secured  by  bolts  which 
will  pass  through  the  bedplate  and  also  the  engine  keel- 
sons, and  the  engine  columns  will  be  bolted  to  facings 
cast  on  the  pillow  blocks.  . 

The  bedplate  will  be  cut  out  for  the  swing  of  the 
cranks,  and  will  rest  on  a  yellow-pine  base  i  inch  thick, 
which  will  rest  on  longitudinal  and  transverse  keelsons 
built  in  the  ship.  The  bedplate  will  be  firmly  held  by 
body-bound  bolts  passing  through  the  bed-plate,  wood 
and  keelson  plates.  Where  these  bolts  pass  through  the 
wood  they  will  be  fitted  with  approved  cast-iron  distance 
pieces. 

24.  CRANK-SHAFT  BEARINGS. 

The  pillow  blocks  will  be  made  as  shown,  of  cast  steel. 
There  will  be  bottom  brasses  only,  the  caps  taking  the 


12 


place  of  top  brasses.  The  caps,  made  of  cast  steel,  will 
have  white  metal  fitted  in  dovetailed  recesses,  and  the 
white  metal  will  then  be  hammered  in  place  ;  the  bottom 
brass,  which  will  be  turned  cylindrical,  v/ill  be  fitted  with 
white  metal  similarly  to  the  cap.  The  bottom  brasses 
and  the  caps  will  be  fitted  with  ample  oil  channels  and 
faced  on  ends,  and  will  be  fitted  to  pillow  blocks,  as 
shown.  They  will  be  accurately  bored  to  fit  the  journals 
of  shaft,  and  the  shaft  will  be  carefully  bedded. 

The  caps  for  all  crank  shaft  bearings  will  be  secured 
by  stud  bolts  of  forged  steel,  i^s  inches  in  diameter ;  the 
three  smaller  bearings  will  have  two  bolts  each  and  the 
two  larger  bearings  four  bolts  each,  the  parts  of  bolts 
beyond  the  nuts  will  be  fitted  with  split  pins. 

The  caps  and  brasses  will  be  tapped  and  fitted  with 
eyebolts  for  handling. 

After  the  engines  are  secured  in  the  vessel  the  brasses 
and  caps  will  be  bored  out  in  place  to  perfect  alignment, 
if  required.  They  will  also  be  tried  on  their  shafts  and 
any  defects  made  good  by  scraping  to  a  proper  bearing. 

The  brasses  and  caps  will  be  so  fitted  that  the  only 
bearing  of  the  journals  will  be  on  the  surface  of  the 
white  metal. 

25.  CROSSHEAD  GUIDES. 

The  crosshead  guides  will  be  of  the  slipper  type.  They 
will  be  of  composition,  cast  hollow  for  the  circulation  of 
water  to  keep  them  cool.  At  the  top  they  will  be  bolted 
to  lugs  cast  on  the  lower  cylinder  bonnets,  except  in  case 
of  the  high-pressure,  where  they  are  bolted  to  a  nozzle 
secured  to  the  valve  chest ;  and  at  the  bottom  to  a  forged- 
steel  crossbar  secured  to  the  columns  as  shown.  The 
guides  will  be  smoothly  and  accurately  finished,  and  will 
be  fitted  in  place  to  proper  alignm.ent.  Brass  oil  boxes 
will  be  provided  for  supplying  oil  to  the  guides.  The 
backing  guides,  also  cast  of  composition,  will  be  bolted  to 
flanges  provided  for  that  purpose  on  the  go-ahead  guides. 

26.  VALVE  GEAR  AND  REVERSING  GEAR. 

The  valve  gear  will  consist  of  a  valve-motion  shaft, 
placed  on  the  inboard  side  of  each  engine  parallel  to 


[(^    DEPARTMENT  OF 

and  making  the  same  number  of  I'^voluf^^^jthf 
shaft.    The  motion  will  be  given  to  ^^^^^^^^f^lP^^;;;^ 
cranks  on  the  valve-motion  shafts,  through  varvg=@«4¥i¥e«?^ 
ing  rods,  as  shown  on  the  drawings.    These  shafts  will 
be  enlarged  at  the  forward  end  of  the  port  engine  and 
after  end  of  the  starboard  engine.    The  motion  will  be 
transmitted  from,  and  the  reversing  gears  placed  at,  the 
enlarged  ends. 

On  the  enlarged  end  of  each  shaft  will  be  shrunk  and 
pinned  a  composition  sleeve  with  four  spiral  feathers  on 
its  surface,  forming  part  of  the  sleeve,  and  spaced  at 
distances  of  90°.  The  feathers  must  be  of  sufficient 
length  to  give  good  wearing  surface.  At  the  forward 
end  of  the  fixed  sleeve  will  be  a  flange,  and  at  the  after 
end  a  cap  of  larger  diameter  will  be  bolted  to  the  end 
of  the  shaft,  so  as  to  limit  the  movement  of  the  loose 
sleeve  forward  and  aft.  This  loose  sleeve,  which  will  be 
made  of  steel,  will  have  on  the  inside  four  spiral  grooves 
equally  spaced  and  of  not  less  than  15  inches  pitch. 
The  grooves  and  the  feathers  on  the  fixed  sleeve  pro- 
vided for  them  must  be  a  good  working  fit  throughout 
their  entire  length,  and  must  have  no  backlash. 

The  loose  sleeve  will  have  on  it  a  gear  wheel,  which 
will  have  a  feather  in  the  boss,  so  that  its  rotary  motion 
will  be  transmitted  to  the  loose  sleeve,  while  the  sleeve 
can  be  moved  fore  and  aft,  though  the  gear  wheel  will  be 
firmly  held  by  a  bracket  bearing.  The  gear  must  be  so 
constructed  that  when  the  engine  is  going  ahead  or 
back  the  loose  sleeve  will  have  a  tendency  to  remain  m 
position  fore  and  aft. 

There  will  be  several  collars  on  this  sleeve  for  receiv- 
ing this  fore-and-aft  motion.  These  collars  will  fit  into 
the  bottom  of  a  composition  rack,  which  will  have  guides 
to  insure  its  having  only  a  fore-and-aft  motion. 

Into  this  composition  rack  will  mesh  a  quadrant  gear 
on  a  horizontal  shaft  deriving  its  motion  from  a  revers- 
ing lever  in  a  vertical  plane. 

The  gears  transmitting  the  motion  from  the  crank  shaft 
to  the  valve-motion  shaft  will  have  "herringbone" 
machine-cut  teeth,  and  will  be  of  cast  steel. 


5 


14 


27.  VALVE-MOTION  SHAFTS. 

The  valve-motion  shafts,  of  wrought  steel,  will  be  2^ 
inches  in  diameter.  They  will  have  eight  bearings  each 
2^  inches  long  and  placed  as  shown. 

There  will  be  four  cranks  on  each  valve-motion  shaft, 
there  being  one  in  the  athwartship  plane  of  each  cylin- 
der. The  intermediate  and  low  pressure  valve  cranks 
will  have  long  pins  with  shoulders  as  shown.  The  pins 
will  all  he  2%  inches  diameter.  The  starboard  shaft  will 
be  enlarged  at  the  after  end  and  the  port  one  at  the  for- 
ward end  to  3  inches  diameter.    See  "Valve  Gear." 

28.  VALVE-STEM  GUIDES  AND  WRIST  PINS. 

The  high-pressure  valve-stem  crossheads  will  work  in 
e4=|fM  slipper  guides  cast  on  the  piston-rod  crosshead 
guides  of  the  high-pressure  cylinders.  The  backing 
guides  will  be  of  composition  and  will  be  secured  in 
place  by  stud  bolts  as  shown. 

The  intermediate  and  low  pressure  valve  stems  will 
have  no  crossheads,  but  w411  be  guided  by  white-metal 
linings  in  stuffing-box  glands. 

The  wrist  pms  will  be  m.ade  of  forged  steel,  hardened. 
They  will  be  smoothly  and  accurately  ground  to  a  bear- 
ing 1%  inches  in  diameter  and  inches  long  where 
they  fit  into  the  bushings  of  the  valve  stems. 

29.  VALVE  CONNECTING  EODS. 

They  will  be  of  forged  steel,  ^  inch  thick,  i  inch  wide 
at  top  and  1^2  inches  wide  at  bottom. 

The  high-pressure  rods  will  be  37^  inches  long  and 
the  interm.ediate  and  low-pressure  rods  36^  inches  long 
between  centers  of  pins. 

The  top  end  of  each  rod  will  be  forked  to  span  the  eye 
of  the  valve  stem  and  will  have  holes  accurately  bored 
in  the  forks  to  fit  wrist  pins  as  shown. 

The  bottom  ends  will  be  T-shaped  and  fitted  with 
brasses  bolted  thereto  as  shown. 

30.  VALVE-MOTION  SHAFT  BEARINGS. 

There  will  be  eight  of  these  bearings  for  each  engine. 
Each  will  be  a  cast-steel  pillow-block  and  cap,  all  of  the 


15 


same  pattern.  The  pillow  block  and  cap  will  be  lined  with 
white  metal.    There  will  be  proper  provision  for  oiling. 

These  pillow  blocks  will  be  bolted  to  the  engine  bed- 
plate and  to  the  engine  keelsons  where  possible. 

31.  EXHAUST  PIPES, 

The  exhaust  passage  from  the  high-pressure  to  the 
intermediate-pressure  steam  chest  will  be  cast  in  the 
casing  of  these  two  cylinders  ;  it  is  of  circular  form 
and  will  have  an  internal  diameter  of  eyi  inches.  The 
exhaust  passages  from  the  intermediate-pressure  to  the 
two  low-pressure  cylinders  will  consist  of  cast-brass 
pipes  at  the  top  and  bottom,  bolted  on  the  flanges  of 
the  valve  chests  and  taking  the  place  of  valve-chest  bon- 
nets; they  will  be  7^,  inches  internal  diameter  and  will 
be  finished  all  over  on  the  outside. 

There  will  be  a  12-inch  nozzle  cast  on  the  common  ex- 
haust chamber  of  the  two  low-pressure  cylinders,  which 
will  be  connected  with  the  condenser  by  a  copper  pipe. 

32.  WORKING  PLATFORMS. 

The  floors  on  the  inboard  side  of  each  main  engine 
will  be  conveniently  arranged  to  serve  as  working  plat- 
forms. The  counters,  revolution  indicators,  clocks, 
gauges,  telegraph  dials,  and  other  engine-room  fittings 
will  be  so  placed  near  the  working  platforms  as  to  be  in 
full  view  while  working  the  engines.  Speaking-tube 
mouthpieces  and  telegraph  levers  will  be  conveniently 
placed. 

33.  WORKING  LEVERS  AND  GEAR. 

There  will  be  at  each  working  platform  the  following 
hand  gear,  viz: 

One  reversing  lever. 

One  stop  and  throttle-valve  lever;  bleeder-valve  hand- 
wheel 

The  low-pressure  live-steam  valve  wheel. 
All  levers  will  have  spring  latches  of  "locomotive  pat- 
tern."   The  latches  on  reversing  levers  will  be  of  the 
best  type  and  subject  to  the  approval  of  the  Bureau  of 
Steam  Engineering. 


16 


34.  SHAFTS. 

All  the  crank,  line,  thrust,  and  propeller  shafts  will  be  of 
forged  steel.  Each  length  will  be  forged  solid  in  one  piece. 

All  shafts  will  be  finished  all  over.  They  will  be  sup- 
ported as  shown. 

35.  CRANK  SHAFTS. 

The  crank  shaft  for  each  propelling  engine  will  be  in 
one  section.  Each  crank  will  have  a  throw  of  8  inches. 
Each  crank  shaft  will  have  a  coupling  disk  inches 
thick  and  ii  inches  diameter  forged  on  the  after  end. 
The  crank  pins  will  be  5^  inches  diameter  and  S}4  inches 
long  for  the  high  and  intermediate  pressure,  and  6^ 
inches  long  for  the  two  low-pressure  cylinders.  The 
length  of  the  starboard  shaft  will  be  9  feet  10^  inches, 
and  the  length  of  the  port  shaft  will  be  9  feet  2^  inches. 

The  crank  webs  will  each  be-  6  inches  wide,  with  a 
thickness  of  3}^  inches.  The  webs  to  be  chamfered  as 
shown  on  the  drawing.  The  crank  pins  must  be  accur- 
ately parallel  to  the  main  journals.  All  journals  and 
crank  pins  are  to  be  smoothly  and  accurately  turned 
and  ground,  and  when  finished  will  be  tested  and  their 
accuracy  proved.  There  will  be  holes  3^  inches  in  diam- 
eter bored  axially  through  each  crank  shaft  and  crank 
pins.  The  cranks  of  the  high  and  intermediate  pres- 
sure cylinders  will  be  opposite  each  other,  and  the  two 
low-pressure  cranks  will  be  similarly  placed  with  regard 
to  each  other.  The  high  and  intermediate  pressure 
cranks  will  make  an  angle  of  90""  with  the  first  and 
second  low-pressnre  cranks.  The  sequence  will  then  be 
high-pressure,  second  low-pressure,  intermediate-pres- 
sure, and  first  low-pressure. 

The  ends  of  the  hole  in  each  crank  pin  will  be  closed 
by  a  brass  plate  fastened  on  with  countersunk  screws. 

One  radial  %-mch  hole  will  be  drilled  in  each  crank 
pin  parallel  to  the  crank  and  passing  through  the  outer 
side  of  the  pin  only. 

The  coupling  bolts  will  be  made  of  forged  steel,  finished 
to  fit  the  holes  snugly,  and  each  fitted  with  wrought-iron 
nut  and  split  pin. 


17 


36.  THRUST  SHAFTS. 

They  will  be  4^  inches  in  diameter  increased  to  4^ 
inches  at  the  thrust  collars,  about  21  feet  4  inches  long 
on  the  starboard  side  and  about  11  feet  2  inches  long  on 
the  port  side.  The  shafts  will  be  solid.  Each  shaft  will 
have  eight  thrust  collars  ^  inch  wide,  with  spaces  of  i  ^ 
inches,'^the  collars  to  be  7^  inches  outside  diameter. 

The  bolt  holes  in  the  couplings  will  be  drilled  or  reamed 
to  template,  and  will  be  spaced  the  same  as  those  in  the 
crank-shaft  couplings. 

37.  PROPELLER  AND  STERH-TUBE  SHAFTS. 

The  propeller  shafts  will  each  be  in  one  section.  Each 
will  be  5  inches  in  diameter  and  will  be  solid.  The  shafts 
will  be  about  33  feet  6  inches  long,  cased  with  compo- 
sition 3/8  inch  thick  at  the  bearings,  and  elsewhere 
with  a  solid  drawn  brass-pipe  /s  inch  thick.  The 
casing  will  be  shrunk  and  pinned  on,  and  must  be 
w^ater-tight.  The  casings  must  be  accurately  and  smoothly 
turned  to  form  journals. 

The  joints  will  overlap  each  other  about  i  inch  and 
be  brazed  together.  The  coupling  at  the  forward  end 
must  be  inclosed  in  a  brass  casing,  which  will  be  secured 
in  a  satisfactory  manner.  The  after  end  will  enter  the 
propeller  hub  about  %  of  an  inch  and  make  a  water- 
tight joint. 

The  after  end  of  the  shafting  will  be  tapered  to  fit  the 
bore  of  the  propeller  boss  and  will  be  fitted  for  two 
feather  keys. 

There  will  be  at  the  forward  end  a  steel  sleeve,  to  form 
a  fair  water  line  from  the  end  of  the  stern  tube  to  the 
shaft. 

The  shaft,  couplings,  and  casings  will  be  well  coated 
with  the  same  composition  as  the  hull. 

The  stern-tube  shafts  will  each  be  about  23  feet 
inches  long,  5  inches  in  diameter  and  will  be  solid. 

The  casings  will  be  fitted  in  a  simJlar  manner  to  those 
on  the  propeller  shafts. 


18 


38.  LUBRICATION. 

All  working  parts  of  the  machinery  will  be  fitted  with 
approved  and  efficient  lubricators,  each  with  a  sufficient 
oil  capacity  for  four  hours'  running.  Each  lubricator  to 
be  fitted  with  a  tube  leading  to  the  wipers  on  the  moving 
parts,  or  tubes  in  the  bearings  and  guides.  Each  tube 
from  the  lubricators  will  be  fitted  with  a  valve  adjust- 
ment, and  a  sight  feed  with  a  well  protected  glass  tube. 

Unions  will  be  fitted  where  necessary,  so  that  the  oil 
pipes  may  be  quickly  taken  down  and  cleaned,  and  each 
pipe  where  connected  to  a  bearing  or  oil  cup  will  have  a 
union  joint.  Each  main  crank  pin  will  be  oiled  by  pipes 
and  cups  carried  on  its  crosshead — taking  oil  from  sight 
feed  cups  overhead;  the  oil  to  be  carried  to  the  crank 
pins  by  brass  pipes  through  the  hole  of  the  connecting' 
rod. 

Each  main  crosshead  journal  will  take  oil  from  an 
overhead  wick  cup. 

Each  crosshead  guide  will  be  oiled  by  pipes  connecting 
with  holes  leading  to  about  the  middle  of  each  forward 
and  each  backing  guide. 

Pipes,  fitted  as  above  specified,  will  lead  from  the 
lubricators  to  the  following  parts  of  each  engine:  Piston 
rods,  valve  stems,  valve-gear  connections,  and  valve-mo- 
tion shaft  bearings. 

As  far  as  possible  all  the  oil  for  the  moving  parts  of 
each  cylinder,  except  main  bearings,  will  be  supplied  from 
one  oil  box  on  the  cylinder  with  separate  valve,  sight 
feed,  and  pipe  for  each  part  to  be  oiled.  All  working 
parts  for  which  oil  cups  are  not  specified  or  shown  in 
drawings  will  have  oiling  gear  of  approved  design,  such 
that  they  can  be  oiled  without  slowing.  All  the  oiling  of 
each  auxiliary  engine  will  be  done  by  one  oil  box  where 
practicable.  All  fixed  oil  cups  will  have  hinged  covers^ 
with  stops  to  prevent  being  opened  too  far.  Moving  oil 
cups,  where  necessary,  will  have  removable  covers.  The 
supply  of  oil  to  various  parts  is  to  be  easily  regulated. 
All  oil  cups  and  their  fittings,  except  such  as  are  cast  on 

5864  4 


19 


tearing-s,  will  be  of  finished  cast  brass,  or  of  sheet  brass 
or  copper,  as  may  be  directed,  with  all  seams  brazed. 

39.  OIL  DRIPS. 

All  fixed  bearings  will  have  drip  cups  cast  on  where 
possible,  otherwise  they  will  be  of  sheet  brass,  properly 
applied.  All  moving  parts  will  have  drip  cups  or  pans 
placed  where  directed,  and  substantially  made  of  sheet 
brass  or  copper,  with  brazed  seams.  All  drip  cups  will 
have  drain  pipes  and  cocks  of  at  least  }^  inch  diameter, 
which  can  be  used  while  the  engines  are  in  operation. 

40.  JOURNALS  AND  JOURNAL  BOXES. 

All  pins  which  are  rotary  or  vibratory  journals  will  be 
of  forged  steel,  hardened  and  ground.  All  pins  on  which 
the  motion  is  vibratory  will  be  flattened  on  the  sides. 

All  journals  or  moving  parts  of  iron  or  steel  will  run, 
unless  otherwise  specified,  in  composition  boxes.  These 
boxes  will  be  lined  with  approved  antifriction  metal 
where  directed.  All  adjustable  bearings  will  be  pro- 
vided with  channel-brass  chipping  pieces  securely  held 
in  place  and  easily  removable. 

41.  MANDRELS  FOR  WHITE-METAL  BEARINGS. 

Hollow  cast-iron  mandrels  will  be  furnished  for  form- 
ing the  white-metal  linings  of  crank-pin,  crank-shaft,  line- 
shaft,  and  thrust  bearings.  All  these  will  be  smoothly 
and  accurately  turned  to  size,  and  packed  so  as  to  be 
perfectly  protected. 

42.  STUFFING  BOXES. 

All  iron  boxes  will  be  bushed  with  composition.  All 
glands  will  be  of  composition  and  fitted  with  approved 
means  of  adjustment  while  the  engines  are  in  operation, 
and  those  not  fitted  with  pinion  nuts  and  spur  rings  will 
have  lock  nuts  and  split  pins.  Metallic  packing,  sub- 
ject to  the  approval  of  the  Bureau  of  Steam  Engin- 
eering, will  be  fitted  in  stuffing  boxes  of  all  piston  rods 
and  valve  stems  of  main  and  auxiliary  engines.  For 
piston  rods  and  valve  stems  the  packing  will  be  in  at 
least  two  independent  sections. 


20 


43.  BOLTS  AND  NUTS. 

All  bolts  and  nuts  less  than  2  inches,  except  in  spe- 
cial cases,  will  conform  to  the  U.  S.  Navy  standard.  All 
finished  bolts,  where  directed,  will  be  kept  from  turning 
by  dowels  or  other  suitable  devices  This  specification 
is  intended  to  apply  to  all  pumps  and  auxiliary  engines, 
as  well  as  to  parts  of  the  main  engines  and  boilers. 

The  nuts  of  all  bolts  on  moving  parts  and  on  pillow 
blocks,  and  elsewhere  as  required,  will  be  locked,  and  the 
bolts  will  be  fitted  with  split  pins. 

44.  THRUST  BEARINGS. 

The  thrust  bearings  will  each  consist  of  a  composition 
block  fitted  wnth  a  composition  cap  and  bolted  to  a  sole- 
plate  which  will  be  firmly  secured  to  the  ship. 

The  block  and  cap  will  be  cast  with  collar  spaces  and 
lined  with  white  metal  to  fit  collars  on  thrust  shaft,  and 
properly  grooved  for  the  distribution  of  oil. 

The  block  will  have  three  pockets  cored  in  it  separ- 
ated by  walls  inch  thick,  the  side  pockets  will  be  used 
for  water  circulation  and  the  center  pocket  will  form  an 
oil  trough.  There  will  be  a  hole  inch  in- diameter, 
bored  from  the  bottom  of  each  collar  space  to  the  oil 
trough,  and  the  trough  will  be  fitted  with  a  drain  cock 
at  one  end. 

The  cap  will  be  jogged  into  the  block  at  both  sides 
and  ends  to  prevent  lateral  motion.  It  will  be  cast  with 
a  large  oil  cup  on  top  and  will  be  cored  at  each  side  for 
water  circulation.  There  will  be  an  oil  hole  ^  inch  in 
diameter  leading  from  the  oil  box  to  each  collar  space. 

The  cap  will  be  bolted  to  the  block  by  four  bolts  on 
each  side,  ^  inch  in  diameter,  and  will  be  provided  with 
eye  bolts  for  convenience  in  handling. 

At  each  end  of  the  thrust  bearing  there  will  be  a 
divided  stuffing  box  and  gland  to  prevent  escape  of  oil. 

The  soleplate  will  be  of  cast-steel  and  will  be  planed 
to  fit  the  lower  part  of  block.  It  will  have  lugs  cast  on 
the  forward  and  after  edges  and  will  be  fitted  with  steel 
wedges  for  adjusting  the  position  of  the  block.  The 


21 


block  will  be  bolted  to  the  soleplate  by  four  bolts  on 
each  side,  passing  through  oval  holes  in  the  flange  of 
block  to  allow  of  adjustment. 

45.  STERN-TUBE  BEARINGS. 

The  bearings  will  be  made  of  white  metal  run  in 
around  a  mandrel  of  the  proper  size,  and  will  not  be 
bored.  There  will  be  a  -bearing  in  each  end,  each  2  r 
inches  long.  The  w^hite  metal  will  be  held  from  turn- 
ing by  screws  passing  through  the  tube  and  entering 
the  metal. 

There  will  be  a  zinc  protecting  ring  on  the  outside  of 
the  after  bearing. 

46.  STERN-TUBE  STUFFING  BOXES. 

To  the  forward  end  of  each  stern  tube  there  will  be 
riveted  a  composition  stuffing  box.  The  follower  will 
be  of  composition.  The  packing  spaces  will  be  about  6 
inches  deep  and  ^  inch  wide. 

The  follower  bolts  will  be  of  rolled  manganese  or 
Tobin  bronze. 

47.  STERN-BRACKET  BEARINGS. 

There  will  be  two  strut  bearings  on  each  side  of  the 
vessel ;  each  bearing  will  be  bored  out,  and  a  tube  will 
be  fitted,  and  lined  with  white  metal  to  form  a  bearing 
for  the  shaft. 

A  zinc  protecting  ring  will  be  fitted  between  the  after 
strut  bearing  and  the  propeller. 

Each  strut  bearing  will  be  fitted  with  a  fair  water  line 
sleeve,  as  already  specified. 

48.  SCREW  PROPELLERS. 

They  will  be  of  manganese  bronze  or  approved  equiva- 
lent metal.  The  starboard  propeller  will  be  right  and  the 
port  one  left  handed. 

Each  boss  will  be  accurately  bored  to  fi_t  the  taper  on 
after  end  of  shaft  and  fitted  with  tw^o  feather  keys.  Each 
propeller  vAll  be  held  on  the  shaft  by  a  nut  screwed  on 
and  locked  in  place.  The  shaft  casing  will  enter  about 
J4  inch  into  the  propeller  boss  and  be  fitted  water-tight. 
Each  boss  will  be  finished  at  the  after  end  by  a  conical 


22 


composition  cap  bolted  on  water-tight ;  the  bosses  and 
caps  will  be  finished  all  over.  The  screw  propellers  will 
be  cast  as  smooth  as  possible  and  polished  all  over. 

Before  being  placed  in  position  on  the  shafts,  they 
will  be  swung  on  a  mandrel  or  between  centers  and 
accurately  balanced  by  taking  off  the  excess  of  metal  on 
heavier  blades. 
49.  CONDENSERS. 

There  will  be  two  cylindrical  condensers,  each  2  feet 
7X  inches  outside  diameter,  made  of  sheet  brass  No.  11, 
B.  W.  G.  The  shell  will  be  in  one  part  as  shown,  and 
will  be  stiffened  at  center  by  a  brass  ring  of  T  section. 

There  will  be  the  following  openings  in  each  condenser, 
each  with  properly  faced  flanges,  viz  : 

One  for  main  exhaust  pipe,  12  inches  diameter;  one 
for  air-pump  suction  pipe,  3>4  inches  diameter;  one  7- 
inch  hand-hole  on  top. 

The  tube  sheets  will  be  made  of  composition,  %  inch 
thick,  with  smoothly  finished  holes  for  the  tubes,  tapped 
and  fi'tted  with  screw  glands  for  packing  the  tubes.  The 
glands  will  be  beaded  at  outer  ends  to  prevent  tubes 
from  crawling,  and  will  be  slotted  to  admit  a  tool  for 
screwing  up.  Cotton-tape  packing  will  be  used.  Each 
condenser  will  contain  820  seamless  drawn-brass  tubes, 
s/^  inch  outside  diameter.  No.  20,  B.  W.  G.,  in  thickness ; 
they  will  be  6  feet  long  between  tube  sheets  and  will  be 
spaced  if  inch  between  centers.  The  cooling  surface  of 
each  condenser  will  be  about  800  square  feet,  measured 
on  the  outside  of  the  tubes. 

The  tube  sheets  will  be  secured  to  the  flanges  of  the 
shell  by  naval  brass  or  Tobin  bronze  bolts,  which  will 
also  be  used  for  fastening  the  circulating  water  chests ; 
seven  of  these  bolts  will  have  countersunk  heads  as 
shown  to  hold  the  tube  sheet  in  place  when  the  water 
chests  are  removed. 

The  water  chests  at  the  inlet  ends  will  be  cast  of  com- 
position as  shown. 

The  outlet  water  chest  will  be  made  of  copper  No.  13, 
B.  W.  G.,  with  composition  flanges. 


23 


Drain  cocks  will  be  provided  with  pipes  leading  to  the 
bilge,  and  all  cocks  to  have  suitable  handles  for  working 
them. 

All  bolts  will  be  of  naval  brass  or  Tobin  bronze. 
The  condenser  must  be  perfectly  tight  all  over  and  be 
so  proved  after  being  secured  in  place. 

50.  AIR  PUMPS. 

There  will  be  one  single-acting  inclined  trunk  air  pump 
for  each  engine,  worked  by  an  eccentric  on  the  main 
shaft,  as  shown. 

All  parts  of  the  pumps  will  be  of  composition,  except 
where  otherwise  specified  or  designated  on  drawings. 

Each  air  pump  will  have  a  cylinder  of  14  inches  diam- 
eter, with  a  trunk  of  5  inches  diameter.  The  pump 
cylinder  will  be  cast  separate,  and  bolted  to  a  casing 
containing  the  foot  valves.  The  delivery- valve  chamber 
will  be  cast  in  one  with  the  pump  cylinder.  The  stroke 
will  be  3  inches. 

The  pump  piston  will  be  cast  flanged,  with  a  hard  com- 
position ring  sprung  in,  as  shown.  The  lower  quarter  of 
the  piston  will  be  fitted  to  the  ring  so  as  to  form  a  solid 
bearing.  The  ring  will  be  cut  and  tongued  at  the  upper 
point,  and  will  be  >^  inch  thick  at  the  bottom  and  %  inch 
at  the  top,  and  will  have  two  water  grooves,  as  shown. 
There  will  be  six  foot  valves,  six  valves  in  each  piston, 
and  seven  delivery  valves  for  each  pump,  all  3^  inches 
diameter,  made  of  approved  metal. 

Each  valve  will  be  held  in  place  by  a  guard  and  a 
spiral  spring  of  phosphor-bronze  or  approved  equivalent 
metal.  The  valves  and  guards  must  be  easily  removable 
and  held  firmly  in  place.  The  gratings  of  the  valve 
seats  must  be  so  arranged  that  the  clear  openings  of  each 
valve  shall  be  at  least  5^^  square  inches.  There  will  be 
one  suction  nozzle,  3%  inches  in  diameter.  Pipes,  as 
shown,  will  lead  from  the  bottom  of  the  condenser  to  this* 
suction  nozzle. 

There  will  be  an  air  chamber  fitted  as  shown  in  the 
drawing.  This  air  chamber  will  be  connected  to  the  feed 
tank  in  engine  room, 


24 


51.  CIRCULATING  PUMPS. 

There  will  be  one  centrifugal  circulating  pump  for  each 
condenser.  It  will  discharge  all  around  the  periphery 
and  face  of  the  runner,  directly  into  the  water  chamber 
of  the  condenser,  which  also  forms  the  pump  casing. 

The  suction  of  the  pump  will  be  6^  inches  in  diameter, 
with  a  scoop  fitted  on  the  outside  of  the  vessel  with 
holes  having  a  combined  area  equal  to  twice  that  of  the 
suction  pipe. 

There  will  also  be  an  opening  6  inches  m  diameter 
for  a  suction  from  the  main  drain. 

The  runner  of  the  pump  will  be  of  conical  shape,  hav- 
ing four  full  and  four  half  wings,  cast  on  as  shown. 
The  runner  and  wings  must  be  perfectly  smooth  and 
have  a  running  balance. 

The  casing  of  the  pump  will  be  of  composition  yi  inch 
thick,  smoothly  cored,  with  a  bearing  cast  in  it  which 
will  be  lined  with  white  metal  and  will  have  a  stuffing  box 
at  the  outer  end  of  the  bearing,  packed  with  white  metal. 

The  shaft  will  be  of  i^-inch  steel,  covered  with  a 
brass  sleeve      inch  thick  shrunk  on. 

The  runner  will  be  secured  to  the  shaft  by  a  feather 
key  and  a  cap  nut  of  brass  secured  by  a  stop  pin. 

There  will  be  a  3^-inch  flange  forged  on  the  shaft  to 
connect  with  the  engine  shaft.  There  will  be  suitable 
brackets  cast  on  the  casing  for  securing  the  engine 
frame. 

52.  CIRCULATING-PUMP  ENGINE. 

It  will  be  of  the  vertical  single-cylinder  type,  as  drawn. 
.  The  diameter  of  the  cylinder  will  be  4  inches  and  the 
stroke  3  inches,  and  it  will  be  fitted  with  a  slide  valve. 

The  main  shaft  will  be  of  forged  steel,  with  a  thrust 
bearing,  as  shown,  which  will  run  in  white  metal.  It 
will  be  firmly  secured  to  the  pump-casing  brackets,  as 
shown. 

53.  CIRCULATING-PUMP  CONNECTIONS. 

Each  circulating  pump  will  be  fitted  with  pipes  and 
valves  to  draw  from  the  sea,  and  from  the  main  drain, 
and  will  deliver  into  the  condenser. 


25 


The  injection  and  delivery  pipes  will  not  be  less  than 
6%  inches  in  diameter. 

There  will  be  a  nonreturn  screw  stop  valve  in  the 
pipe  leading  from  the  niain  drain  to  the  circulating  pump. 

All  valves  on  circulating-pump  connections  will  be 
made  especially  light,  and  the  designs  will  be  submitted 
to  the  Bureau  of  Steam  Engineering  for  approval. 

54.  SEA-INJECTION  VALVES. 

There  will  be  one  straightway-screw  main-injection 
valve  of  not  less  than  6^  inches  diameter  for  each  con- 
denser. Each  will  be  on  the  same  side  of  the  ship  as  its 
condenser. 

Each  will  have  a  strainer  at  the  ship's  side  which  will 
be  made  in  the  form  of  a  scoop  to  throw  the  water 
through  the  condenser  when  the  boat  is  under  way.  The 
strainer  will  have  a  sufficient  number  of  3^-inch  holes  to 
equal  twice  the  area  of  the  injection  pipe.  The  hand- 
wheels  of  these  valves  must  be  easily  accessible  above 
the  engine-room  floor  plates. 

There  will  be  a  >^-inch  steam  pipe  leading  from  the 
auxiliary  steam  pipe  to  the  injection  pipe  outside  of 
the  injection  valve.  This  pipe  will  have  a  valve  at  each 
end. 

55.  OUTBOARB-DELIVEEY  VALVES. 

There  will  be  one  main  outboard-delivery  valve  for 
each  condenser,  of  the  same  size  and  type  as  main 
injection  valve.  It  v^^ill  be  provided  with  a  scoop  for  the 
inflow  of  water  when  the  boat  is  backing. 

56.  FEED  TANKS. 

There  will  be  a  feed  tank  for  each  engine,  placed  in 
the  adjoining  fire  room.  Each  tank  will  have  a  capacity 
of  about  200  gallons.  It  will  be  made  of  No.  14,  B.  W.  G., 
tinned  copper,  well  stayed,  and  will  be  provided  with 
screw  manholes  for  cleaning. 

Each  tank  will  have  a  branch  tank  adjoining  it  and 
placed  in  the  engine  room.  This  engine-room  tank  will 
be  I  foot  square,  with  its  top  2  feet  higher  than  the  fire- 


26 


room  tank.  They  will  be  connected  at  the  lowest  points. 
The  one  in  the  engine  room  will  have  an  open  top,  that 
in  the  fire  room  will  have  a  vapor  pipe. 

The  air-pump  discharge  and  feed-pump  suction  will  be 
connected  with  the  engine-room  tank. 

57.  FEED-TANK  SUCTION  PIPES. 

The  feed  tanks  will  be  connected  by  a  pipe  from  which 
branches  shall  be  led  to  the  main  and  to  the  auxiliary 
feed  pumps.  A  screw  nonreturn  valve  will  be  fitted  iiL 
each  of  these  branches  close  to  the  pump, 

58.  SEA-SUCTION  PIPES. 

A  pipe  will  lead  from  the  sea-suction  valve  in  each  fire 
room  to  the  auxiliary  feed  pump  in  that  fire  room  of  the 
full  size  of  the  pump  suction.  Each  of  these  pipes  will 
be  of  at  least  the  same  bore  as  the  nozzle  on  the  pump 
with  which  it  connects.  Each  sea  suction  will  be  con- 
trolled by  a  valve  which  will  not  permit  sea  water  to 
enter  any  of  the  bilge-suction  pipes  or  feed-tank  suction 
pipes. 

59.  BILGE-SUCTION  PIPES  AND  STEAM  EJECTORS. 

There  will  be  the  following  suction  pipes  from  the 
bilge  and  from  the  drainage  pipe  to  the  various  pumps: 

A  6-inch  copper  pipe  will  connect  to  each  circulating 
pump,  with  a  nonreturn  screw  stop  valve  close  to  the 
pump,  as  before  specified.  This  pipe  will  connect  with 
the  main  drainpipe. 

A  copper  pipe  of  the  size  of  the  suction  nozzle  of  each 
auxiliary  feed  pump  will  connect  that  pump  with  the 
main  drainpipe.  The  auxiliary  feed  pumps  will  also 
have  suctions  leading  direct  to  the  bilges  if  required. 

There  will  be  one  steam  ejector,  connected  directly 
with  the  bilge,  in  each  compartment  where  directed. 

These  ejectors  will  lead  through  the  ship's  side  above 
the  water  line,  and  will  be  provided  with  a  straightway 
valve  to  prevent  water  running  into  the  bilge  when  the 
boat  rolls.  They  will  connect  with  the  auxiliary  steam 
pipes. 

5864  5 


.27 


Each  ejector  will  have  a  capacity  of  25  tons  per  hour 
The  lower  ends  of  bilge-suction  pipes  will  be  of  galvan- 
ized iron.    Care  will  be  taken  that  all  the  copper  bilge 
pipes  are  led  sufficiently  high  to  keep  them  out  of  the 
bilge  water  under  ordinary  circumstances. 

Each  bilge-suction  pipe  must  be  supplied  with  an 
approved  basket  strainer,  or  its  equivalent. 

60.  PUMP  CYLINDERS. 

All  pump  cylinders,  together  with  their  valve  boxes 
and  fittings,  will  be  made  of  composition.  Air  chambers 
will  be  fitted  on  the  delivery  sides  of  pumps  or  in  the 
pipes,  as  may  be  directed. 

The  water  cylinders  of  all  vertical  pumps  will  be  so 
arranged  that  the  pistons  are  easily  accessible  and  fitted 
for  overhauling  without  disturbing  the  framing  or  piping 
All  pumps  will  have  packed  pistons. 

61.  PUMP  EELIEF  VALVES. 

All  feed  and  fire  pumps  will  have  adjustable  spring 
relief  valves  of  approved  design  connecting  the  delivery 
and  suction  passages. 

62.  ENGINE-ROOM  WATER  SERVICE. 

There  will  be  in  each  engine  room  for  each  engine  a 
i>^-inch  pipe  connected  with  a  sea  valve  and  with  a 
special  delivery  from  the  auxiliary  feed  pump  with 
branches  leading  to  the  different  parts  of  its  eneine  as 
follows:  ' 

Two  >^-mch  pipes  to  each  crank  pin; 

Two  >^-inch  pipes  to  each  crosshead; 

One  >4-inch  pipe  to  each  crosshead  guide; 

One  i^-inch  pipe  to  each  air-pump  eccentric; 

One  i-inch  pipe  to  each  thrust  bearing; 

One  >^-inch  pipe  to  each  crank^shaft  bearing; 

One  >^-inch  pipe  to  each  connection  and  bearing  on 
valve-motion  shaft; 

One  >^-inch  pipe  to  each  circulating-pump  engine; 

One  %-inch  pipe  to  each  blower  engine. 


28 


All  of  the  above  to  have  detachable  sprays  or  short 
lengths  of  hose,  as  directed,  and  where  directed  to  have 
pivoted  nozzles. 

Each  branch  will  have  a  separate  valve. 

All  the  water-service  pipes  and  fittings  above  the  floors 
will  be  of  copper  No.  20,  B.  W.  G. 

63.  TURNING  GEAR. 

There  will  be  approved  gear  fitted  to  each  engine  for 
turning  it  by  hand. 

64.  SECURING  ENGINES  IN  VESSEL. 

The  holding-down  bolts  will  be  firmly  set  up  and  nuts 
locked. 

When  finally  secured,  all  shafting  must  be  accurately 
in  line  with  the  vessel  at  load  draft  and  ordinary  stowage. 

65.  STEAM  AND  VACUUM  GAUGES. 

There  will  be  the  following  gauges,  in  polished  brass 
cases,  suitably  engraved  to  show  to  what  they  are  con- 
nected; all  to  be  of  approved  pattern,  having  seamless 
double  Bourdon  tubes: 

One  or  more  on  each  boiler,  depending  on  type  of 
boiler; 

One  connected  to  each  steam  pipe  in  each  engine  room; 
One  connected  to  each  intermediate  valve  chest; 
One  connected  to  each  low-pressure  receiver  of  each 
engine; 

One  connected  to  each  condenser; 

One  on  each  circuit  of  radiator  pipes  near  the  reducing 
valve. 

All  of  the  above  will  have  4>^-inch  dials;  those  in 
engine  room  to  be  at  the  working  platforms. 

The  gauges  on  valve  chests  will  be  plainly  marked 
with  the  limit  of  pressure  permissible. 

The  gauges  on  intermediate  and  low  pressure  valve 
chests  will  indicate  both  pressure  and  vacuum. 


29 


66.  THERMOMETERS. 

There  will  be  the  following  dial  thermometers,  all  to 
be  permanent  fixtures,  of  approved  make,  and  will  oper- 
ate by  the  difference  of  expansion  of  two  metals  soldered 
together  in  a  spiral  spring: 

One  on  each  hot  well; 

One  on  each  feed  tank; 

One  on  each  main  injection  pipe; 

One  on  each  main  outboard-delivery  pipe; 

One  on  each  main  steam  pipe  close  to  engine. 

The  hot-well  and  feed  thermometers  will  be  so  fitted 
as  to  waste  no  feed  water. 

67.  REVOLUTIOH  COUNTERS. 

They  will  be  of  the  continuous  rotary  type,  to  register 
from  I  to  1,000,000,  each  worked  by  positive  motion;  each 
to  be  in  a  polished  brass  case. 

There  will  be  fitted  one  for  each  main  engine. 

68.  EHGINE-ROOM  TELEGRAPHS. 

A  mechanical  repeating  telegraph  of  approved  pattern 
will  be  fitted  for  each  engine  with  its  dial  at  the  working 
platform,  and  connected  to  transmitters  in  conning 
tower  and  on  deck.  They  shall  be  so  placed  that  the 
handles  point  forward  for  the  ahead  motion.  The  con- 
nections are  to  be  made  in  such  manner  that  the  chance 
of  derangement  shall  be  minimized. 

There  will  be  an  approved  signal  system  between  each 
engine  room  and  its  adjoining  fire  room  and  between 
the  engine  rooms. 

69.  SPEAKIHG  TUBE. 

speaking  tube  mouthpiece  will  be  fitted  in  each 
engine  room  on  the  bulkhead  between  engine  rooms. 

70.  ENGINE  INDICATORS. 

An  indicator  connection  will  be  made  to  the  end  of  each 
cylinder  of  main  engines,  as  near  as  possible  to  the  bore 
of  the  cylinder,  and  so  as  to  be  easily  accessible.  The 
indicator  cocks  will  be  so  fitted  on  each  cylinder  of  the 
main  engines  that  the  indicators  may  be  connected  to 
both  ends  of  the  cylinder;  the  arrangement  to  be  approved 


30 


by  the  Bureau  of  Steam  Engineering.  The  connecting 
pipes  will  be  i-inch  bore  with  easy  bends. 

The  motions  of  the  indicator  barrels,  which  will  be 
inches  in  diameter,  must  be  accurately  coincident 
with  the  motion  of  the  corresponding  pistons,  and  such 
as  to  give  a  motion  of  not  more  than  2  inches.  The 
gear  must  be  approved  by  the  Bureau  of  Steam.  Engineer- 
ing, and  the  distance  from  the  guide  pulleys  on  indicator 
to  the  point  for  attachment  of  string  to  gear  must  not  be 
more  than  8  inches. 

Four  indicators  will  be  furnished  for  each  engine: 
one  for  each  high-pressure  cylinder  with  two  springs 
of  200  pounds,  two  of  150  pounds,  and  two  of  100  pounds 
to  the  inch;  one  for  each  intermediate-pressure  cylin- 
der, with  two  springs  of  80  pounds,  and  two  of  60 
pounds  to  the  inch;  one  for  each  low-pressure  cylinder, 
with  two  springs  of  40  pounds,  two  of  30  pounds,  and  two 
of  20  pounds  to  the  inch. 

The  indicators  will  be  the  best  in  the  market,  all  of  the 
same  mar_ufacture  and  size,  and  with  interchangeable 
springs,  detent  motion,  and  adjustable  tension  to  the 
barrel  spring,  and  will  be  subject  to  the  approval  of 
the  Bureau  of  Steam  Engineering.  They  will  be  nickel- 
plated,  and  will  be  complete  with  all  attachments.  One 
extra  cock  attachment  will  be  furnished  with  each  indi- 
cator. Each  indicator  will  be  in  a  separate  locked  case, 
with  engraved  plate,  each  case  to  be  conveniently  stowed. 

71.  ENGINE-ROOM  DESK. 

A  black-walnut  hinged  shelf  will  be  provided  to  be 
used  as  a  desk. 

72.  CLOCKS. 

There  will  be  in  each  engine  room,  close  to  the  counter, 
in  a  polished  brass  case,  an  eight-day  clock,  with  6-inch 
dial  and  a  second  hand.  The  pattern  and  movement  to 
be  approved  by  the  Bureau  of  Steam  Engineering. 

73.  BOILERS. 

There  will  be  two  boilers  of  the  sectional,  coil,  or  tubu- 
lous  type.    The  design  must  be  approved  by  the  Bureau 


31 

of  Steam  Engineering.  The  total  grate  surface  will  be 
at  least  95  square  feet,  and  the  total  heating  surface  at 
least  5,120  square  feet.  The  boilers  must  supply  suffi- 
cient  steam  to  run  all  the  steam  machinery  on  board  at 
full  power.  Efficient  means  must  be  provided  for  o-et- 
tmg  at  the  interior  of  such  parts  of  the  boiler  as  require 
attention  for  examination,  cleaning,  or  repair.  They  will 
be  built  for  a  working  pressure  of  at  least  250  pounds 
per  square  inch.  All  parts  of  the  boiler  must  be  readily 
accessible  for  cleaning  and  painting. 
71  BOILEE  TUBES. 

^  They  will  be  made  of  knobbled,  hammered,  charcoal 
iron,  lap-welded  or  drawn,  or  solid  drawn  copper,  the  best 
that  can  be  obtained  in  the  market,  and  subject  to  the 
approval  of  the  Bureau  of  Steam  Engineering. 

75.  BOILEK  MATERIAL. 

All  plates  used  in  the  construction  of  the  boilers  will 
be  open-hearth  steel.  The  rivets  will  be  of  open-hearth 
or  Clapp-Griffiths  steel.  All  material  will  be  tested  as 
elsewhere  specified. 

76.  RIVETED  JOINTS. 

If  there  is  any  riveting,  in  the  boiler  adopted,  a  detail 
ot  each  seam  must  be  submitted  to  the  Bureau  of  Steam 
Engineering.  All  holes  must  be  drilled  with  plates  in 
position.  When  the  holes  are  drilled  the  plates  will  be 
separated  for  the  purpose  of  removing  all  burrs 

Where  possible,  hydraulic  riveting  will  be  used. 

Seams  will  be  calked  on  both  sides  in  an  approved 
manner.  » 

^  In  parts  where  hydraulic  riveting  can  not  be  used,  the 
rivet  holes  will  be  coned  and  conical  rivets  used. 

77.  BOILER  MANHOLES  AND  HAND-HOLES. 

There  will  be  manholes  and  hand-holes  wherever  neces- 
sary for  examination,  repairs,  and  preservation  of  the 
boilers.  i 

The  manhole  plates  will  be  of  cast  or  forged  steel  in 
dished  form  of  approved  pattern.  Each  plate  will  have 
a  convenient  handle.  " 


S2 


All  plates,  dogs,  and  nuts  will  be  indelibly  marked  to 
show  to  what  holes  they  belong. 

78.  FURNACE  AND  ASH-PIT  DOORS. 

The  furnace  doors  will  be  of  approved  pattern,  and 
they  must  be  protected  from  the  heat  of  the  fire.  Draw- 
ings showing  the  arrangement  of  furnace  doors  must 
be  submitted  to  the  Bureau  of  Steam  Engineering  before 
work  is  commenced  on  them. 

There  will  be  an  automatic  ash-pit  door  of  approved 
design  at  each  end  of  each  boiler  so  arranged  that  the 
door  at  either  end  maybe  locked  when  not  in  use. 

79.  GRATE  BARS  AND  BEARERS. 

The  grate  bars  for  all  boilers  will  be  of  wrought  iron 
of  approved  pattern.    The  bearers   will   be   made  of  ' 
wrought  iron,  supported  in  an  approved  manner. 

80.  BOILER  CASINGS  AND  UPTAKES. 

The  boiler  casings  will  be  made  of  wrought  iron  or 
steel  of  approved  thickness,  lined  with  magnesia  or  other 
suitable  fireproof  nonconducting  material. 

They  will  be  made  in  sections  and  fitted  so  as  to  be 
easily  removable,  and  will  have  doors  where  necessary 
for  cleaning. 

The  part  forming  the  uptake  will  be  bolted  to  lower 
plates  of  smoke  pipe  with  slotted  holes  to  allow  for  ex- 
pansion. 

81.  SMOKE  PIPES. 

There  will  be  two  smoke  pipes,  their  tops  being  lo  feet 
above  the  deck. 

Their  diameters  will  be  as  shown  on  the  drawings. 
They  will  be  built  of  No.  i6,  B.  W.  G.,  iron  or  steel.  The 
lower  part  of  the  pipes  will  be  shaped  to  connect  with 
the  uptakes.  If  required,  the  smoke  pipes  will  be  stayed 
in  an  approved  manner. 

Each  smoke  pipe  will  be  inclosed  by  a  casing,  four 
inches  greater  in  diameter  than  the  smoke  pipe.  This 
will  also  be  made  of  No.  i6,  B.  W.  G.,  iron  or  steel.  The 
outside  of  the  pipe  and  the  inside  of  the  casing  will 
receive  two  coats  of  paint  before  securing  them  together. 


33 

The  seams  of  the  pipes  will  be  lapped,  those  of  the 
casings  butted,  with  a  strap  on  the  inside,  leaving  the 
outside  flush.  The  outside  of  the  casings  must  be  flush 
throughout. 

The  outside  appearance  of  the  two  smoke  pipes  must  be 
the  same. 

82.  BOILER  SADDLES. 

Each  boiler  will  rest  and  be  secured  in  saddles,  or  be 
otherwise  secured  in  an  approved  manner. 

83.  BOILER  ATTACHMENTS. 

Each  boiler  will  have  one  or  more  of  the  following 
attachments,  as  directed,  depending  on  the  type  of  boiler 
adopted,  viz: 

Stop  valves,  dry  pipes,  main  and  auxiliary  feed-check 
valves,  Dottom  blows,  surface  blows,  steam  gauo-es 
safety  valves,  glass  water  gauges  of  approved  auto- 
matic closing  type,  gauge  cocks,  sentinel  valves,  drain 
cocks  and  air  cocks,  and  a  nozzle  with  a  valve  and  a 
thread  for  attaching  hose  for  filling  boiler  with  water 

All  external  fittings  will  be  of  composition  unless 
otherv^'ise  directed.  All  fittings  will  be  flanged  and 
through-bolted  or  attached  in  other  approved  manner 
Ail  cocks,  valves,  and  pipes  will  have  spigots  or  nipples 
passing  through  the  boiler  plates. 

84.  BOILES  STOP  VALVES. 

There  will  be  a  self-closing  stop  valve,  with  horizontal 
spindle,  on  each  boiler. 

The  valves  will  be  bolted  to  the  front  of  each  boiler 
there  being  a  spigot  beyond  the  flange  long  enough  to 
afford  a  good  fastening  for  the  dry  pipe"  if  one  is  used. 

85.  DRY  PIPES. 

If  required  by  the  Bureau  of  Steam  Engineering,  there 
will  be  m  each  boiler,  as  high  as  possible,  and  properly 
supported,  a  brass  or  tinned-copper  dry  pipe,  extending 
nearly  the  length  of  the  boiler,  perforated  on  its  upper 
side  with  longitudinal  slits  of  such  a  number  and  size 
that  the  sum  of  their  areas  will  equal  the  area  of  the 
steami  pipe. 


34 

The  valve  end  of  the  pipes  will  be  expanded  so  as  to 
fit  the  spigots  of  the  stop-valve  nozzles,  and  will  be 
secured  to  them  by  four  pins.  The  pipe  will  be  closed  at 
the  inner  end  and  have  a  drain  hole  in  its  under- 

side near  each  end. 

86.  FEED  CHECK  VALVES. 

There  will  be  main  and  auxiliary  check  valves  on  each 
boiler.  They  will  be  placed  at  front  ends  of  the  boilers, 
and  the  number  will  be  determined  by  the  Bureau  of 
Steam  Engineering  when  the  type  of  boiler  has  been 
adopted. 

The  valve  cases  will  be  so  made  that  the  bottom  of  the 
outlet  nozzle  shall  be  at  least  }^  inch  above  the  valve 
seat.  The  valves  will  be  assisted  in  closing  by  phosphor- 
bronze  spiral  springs.  These  valves  will  have  polished 
brass  bent  bar  handles  in  lieu  of  handwheels. 

There  will  be  a  stop  valve  between  the  check  valve 
and  the  boiler,  but  the  stop  valve  and  check  valve  must 
be  in  the  same  casing. 

87.  SAFETY  VALVES. 

Each  boiler  will  have  spring  safety  valves  of  such  size 
and  number  as  may  be  determined  by  the  Bureau  of 
Steam  Engineering,  after  an  examination  of  the  boiler 
drawings.  The  safety  valves  will  be  placed  on  the  stop- 
valve  casings,  or  in  other  approved  position.  There  will 
be  two  valves  in  each  casing. 

Each  valve  will  have  a  projecting  lip  and  an  adjusta- 
ble ring  for  increasing  the  pressure  on  the  valve  when 
lifted,  or  an  equivalent  device  for  attaining  the  same 
result.  They  will  be  adjustable  for  pressure  up  to  the 
test  pressure — the  adjusting  mechanism  to  have  an 
index  to  show  the  pressure  at  which  the  valve  is  set,  and 
a  lock  to  prevent  tampering  with  the  adjustment.  The 
locks  on  all  safety  valves  will  be  alike.  The  springs  will 
be  square  in  cross  section,  of  first  quality  of  spring  steel, 
and  will  be  nickel-plated.  They  will  be'of  such  a  length 
as  to  allow  the  valves  to  lift  one-eighth  of  their  diameters 


5864  6 


35 


when  the  valves  are  set  at  250  pounds  pressure.  They  will 
have  spherical  bearings  at  ends,  or  be  connected  to  the 
compression  plates  in  such  a  manner  as  to  insure  a  proper 
distribution  of  pressure.  They  will  be  inclosed  in  cases 
so  arranged  that  steam  will  not  come  in  contact  with  the 
springs.  The  spring  cases  will  be  so  fitted  that  the- 
valves  can  be  removed  without  slacking  the  springs. 
The  valve  stems  will  fit  loosely  in  valves,  to  bottom 
below  the  level  of  the  seats,  and  will  be  so  secured  that 
the  valves  may  be  turned  by  a  wrench  or  cross  bar  on. 
top  of  stem.  The  valves  will  be  guided  by  wings  below 
and  in  an  approved  manner  above.  The  valves  will  be- 
fitted with  mechanism  for  lifting  by  hand  from  main 
deck  and  fire  rooms.  The  mechanism  for  each  pair  of 
valves  will  be  such  that  the  valves  will  be  lifted  in  suc- 
cession. All  joints  in  the  lifting  gear  will  be  composi- 
tion bushed.  The  outlet  nozzle  will  be  in  the  base  cast- 
ing, so  that  the  joint  at  the  escape  pipe  will  not  have  to 
be  broken  when  taking  the  valves  out.  The  casings, 
valves,  and  spindles  will  be  made  of  composition.  The 
valve  seats  will  be  solid  nickel  casting  screwed  into  the 
top  of  the  composition  base.  A  drainpipe  leading  to  the 
bilge  will  be  attached  to  each  safety-valve  casing  below 
the  level  of  the  valve  seat. 

88.  BOTTOM  BLOW  VALVES. 

There  will  be  i-inch  composition  bottom  blow  valves 
on  each  boiler,  bolted  near  the  front.  The  valves  will 
close  against  the  boiler  pressure.  If  required,  an  inter- 
nal pipe  will  lead  from  each  valve  to  near  the  bottom  of 
the  boiler.  The  number  of  valves  is  dependent  upon 
the  type  of  boiler  adopted. 

89.  SURFACE  BLOW  VALVES. 

There  will  be  i-inch  surface  blow  valves  on  each  boiler, 
if  directed,  bolted  on  or  near  the  front.  The  valves  will 
close  against  the  boiler  pressure.  An  internal  pipe  will 
lead  from  each  valve  to  near  the  water  line  in  the  boiler, 
and  will  be  fitted  with  a  scum  pan.  The  valve  casing, 
valve  hand  wheel,  and  valve  stem,  will  be  of  composition. 


36 


90.  BLOWPIPES. 

A  i-inch  pipe  will  connect  with  the  bottom  blow  valves 
in  each  compartment  and  with  a  sea  valve  in  the  same 
compartment.  This  pipe  will  have  a  nozzle  for  the  con- 
nection of  a  pipe  for  pumping  out  the  boilers,  as  well  as 
I -inch  nozzles  for  attachment  of  pipes  from  the  surface 
blow  valves.  There  will  be  a  straightway  valve  in  the 
blowpipe  as  near  the  sea  valve  as  possible. 

All  joints  will  be  flange  joints. 

91.  BOILER.  PUMPING-OUT  PIPES. 

A  i-inch  pipe  will  connect  the  bottom  blowpipe  in 
each  compartment  with  the  auxiliary  feed  pump  in  the 
same  compartment,  with  a  screw  stop  valve  above  the 
floor  near  the  pump. 

92.  STEAM  GAUGES  FOE  BOILERS. 

The  steam  gauges  will  have  seamless  tubes  and  will  be 
of  the  double  Bourdon  tube  type.  They  will  have  6-inch 
dials,  and  will  be  graduated  to  300  pounds.  Each  gauge 
will  have  an  independent  connection  to  the  boiler  and 
will  be  fitted  with  a  three-way  cock,  and  a  coupling  for 
attachment  of  a  test  gauge. 

The  number  of  g'auges  on  each  boiler  will  depend  upon 
the  type  of  boiler. 

93.  BOILER  WATER  GAUGES. 

The  glass  water  gauges  will  be  of  approved  automatic 
closing  pattern,  the  number  depending  upon  the  type  of 
boiler  adopted,  and  will  be  determined  by  the  Bureau  of 
Steam  Engineering.  Each  gauge  will  be  placed  near  the 
front  of  the  boiler,  where  it  is  plainly  visible.  The 
shut-off  and  blow-out  cocks  are  each  to  have  a  clear 
opening  at  least  Yz  inch  in  diameter,  and  will  be  packed 
cocks,  with  levers  and  rods  for  working  from  fire  room. 
The  glasses  will  be  about  12  inches  in  exposed  length. 
They  will  be  ^  inch  outside  diameter.  The  glasses 
will  be  well  protected.  The  blow-out  cocks  will  have 
drainpipes  leading  to  bilge  with  union  joints,  %  inch 
inside  diameter. 


In  addition  to  the  glass  water  gauges  there  will  be 
mica  gauges,  the  type  and  number  to  be  approved  by 
the  Bureau  of  Steam  Engineering. 

94.  GAUGE  COCKS. 

There  will  be  asbestus-packed  gauge  cocks  of  approved 
pattern  on  each  boiler,  the  number  depending  upon  the 
type  of  boiler  adopted,  and  will  be  determined  by  the 
Bureau  of  Steam  Engineering. 

They  will  have  rods  and  levers  for  working  from  fire 
room. 

Each  cock  will  be  independently  attached  to  the  boiler. 
They  will  be  spaced  about  4  inches  vertically,  the  lowest 
one  being  placed  where  directed. 

Each  set  will  have  a  drip  pan  and  a  %-mch  copper  or 
brass  drainpipe  leading  to  the  bilge. 

The  castings  will  be  sufficiently  strong  to  avoid  being 
broken  under  ordinary  circumstances. 

95.  BOILER  DEAIN  COCKS. 

Each  boiler  will  have  i-inch  asbestus-packed  drain 
cocks  of  approved  pattern.  The  number  and  location  will 
be  determined  by  the  Bureau  of  Steam  Engineering 
when  the  type  of  boiler  has  been  fixed. 

96.  BOILER  AIR  COCKS. 

Each  boiler  will  have  >^-inch  air  cocks.  The  number 
and  location  will  be  determined  by  the  Bureau  of  Steam 
Engineering  when  the  type  of  boiler  has  been  fixed. 

97.  ZINC  BOILER  PROTECTORS. 

Each  boiler  will  have  rolled  zinc  plates  as  boiler  pro- 
tectors. Each  strap  for  holding  zinc  plates  will  be  filed 
bright  where  in  contact  with  zinc  and  boiler  material. 
After  being  bolted  in  place  the  outside  of  the  joints  will 
be  made  water-tight  by  an  approved  cement.  The  loca- 
tion of  zinc  plates  must  be  approved  by  the  Bureau  of 
Steam  Engineering  and  there  will  be  square  feet 
of  exposed  surface,  exclusive  of  edges,  for  each  loa 
square  feet  of  heating  surface  in  the  boilers. 

By  means  of  baskets,  troughs,  or  other  approved  meth- 
ods, the  disintegrated  zinc  will  be  caught. 


38 


98.  MAIN  FEED  PUMPS. 

There  will  be  one  main  feed  pump  in  each  engine 
room.  Each  of  these  pumps  will  have  a  6-inch  steam 
cylinder,  a  4-inch  water  cylinder,  and  a  stroke  of  not  less 
than  7  inches.  They  will  be  of  the  vertical  type,  and 
must  be  approved  by  the  Bureau  of  Steam  Engineering. 

The  exhaust  cushion  must  be  adjustable.  The  water 
cylinders,  water  pistons,  pumps,  and  pump  rods  will  be  of 
composition  or  bronze,  and  all  other  working  parts  will 
be  of  wrought  iron  or  steel. 

Each  main  feed  pump  will  draw  water  from  the  feed 
tanks,  from  the  air-pump  channel  way,  and  from  the 
fresh-water  tanks,  and  will  deliver  into  the  main  feed 
pipe  and  fresh-water  tanks,  the  delivery  pipe  into  tanks 
being  a  branch  of  the  feed  pipe  with  a  valve  in  it. 

Each  main  feed  pump  will  be  bolted  to  the  fire-room 
bulkhead,  being  placed  back  to  back  with  the  auxiliary 
feed  pump  in  the  adjoining  fire  room. 

The  suction  and  delivery  valves  will  be  made  of 
approved  metal  and  must  be  made  of  ample  size. 

99.  AUXILIARY  FEED  PUMPS. 

There  will  be  one  in  each  fire  room.  They  will  be 
duplicates  of  the  main  feed  pumps. 

Each  auxiliary  feed  pump  will  be  arranged  to  draw 
from  the  feed  tanks,  the  boilers,  the  sea,  the  main  drain- 
pipe, and  the  bilge  if  required,  at  will;  and  will  discharge 
into  the  boilers,  the  fire  main,  the  water  service  pipes, 
or  overboard  through  the  bottom  blow. 

100.  FEED-PUMP  PEESSURE  GAUGES. 

Each  main  and  auxiliary  feed  pump  will  have  a  spring 
pressure  gauge  registering  from  zero  to  at  least  350 
pounds  per  square  inch. 

101.  ASH  HOISTS. 

The  ashes  will  be  hoisted  by  hand  through  the  fire- 
room  hatch.  There  will  be  a  suitable  arrangement  for 
hooking  block  of  ash  whip  over  the  hatch. 


39 


102.  FIRE-ROOM  BLOWERS. 

There  will  be  one  blower  of  approved  pattern  in  each 
fire  room. 

These  blowers  must  be  capable  of  supplying  to  the  fires 
continuously,  with  ease,  sufficient  air  to  maintain  the 
maximum  rate  of  combustion.  They  will  take  air  from 
the  ducts,  and  deliver  into  the  fire  rooms. 

The  spindle  bearings  must  be  accessible  while  the  blow- 
ers are  in  motion,  and  will  be  of  antifriction  metal,  fitted 
in  composition  boxes,  and,  together  with  their  lubricating 
apparatus,  must  be  thoroughly  protected  from  dust. 

103.  BLOWER  ENGINES. 

Each  blower  will  be  driven  direct  by  a  two-cylinder 
compound  engine.  The  cranks  and  the  two  cylinders 
will  be  opposite  each  other,  and  the  distance  between 
center  lines  of  cylinders  will  be  as  small  as  possible. 
The  two  cranks  will  have  one  web  in  common. 

The  engine  will  have  two  cylinders  of  4  inches  and  6^ 
inches  diameter,  respectively,  each  having  a  stroke  of  4 
inches. 

The  design  must  be  approved  by  the  Bureau  of  Steam 
Engineering  before  work  is  commenced  on  it. 

The  lubrication  must  be  automatic  and  thorough. 

The  steam  pipe  for  each  blower  will  connect  with  the 
top  of  the  auxiliary  steam  pipe. 

The  shafts  of  blower  engine  will  be  so  fitted  that  a 
portable  revolution  indicator  can  be  quickly  and  easily 
applied  without  removing  any  part  of  the  mechanism. 

104.  AIR-PRESSURE  GAUGES. 

A  gauge  of  a  pattern  approved  by  the  Bureau  of  Steam 
Engineering  will  be  fitted  in  each  fire  room  to  show  the 
air  pressure. 

These  gauges  will  indicate  pressure  in  inches  of  water. 

105.  ASH  SPRIMKLERS. 

A  connection  with  the  sea-suction  valve  of  the  aux- 
iliary feed  pump  will  be  made  in  each  fire  room,  and  will 
be  fitted  with  the  necessary  hose  and  coupling  for 
wetting  down  ashes. 


40 


106.  STEAM  TUBE  CLEANERS. 

A  steam  tube  cleaner  of  approved  design  will  be  fitted 
in  each  fire  room.  Steam  will  be  taken  from  the  auxiliary 
steam  pipe.  Sufficient  length  of  steam  hose  will  be  pro- 
vided to  easily  reach  all  the  tubes. 

107.  DISTILLING  APPAEATUS  AND  EVAPOEATOES. 
The  distilling  apparatus,  placed  where  directed,  will 

consist  of  two  evaporators  and  one  distiller.  Each  evap- 
orator will  have  a  maximum  capacity  of  500  gallons  of 
water  per  24  hours.  Tlie  distiller  will  have  a  capacity  of 
200  gallons  of  potable  water,  at  90""  F.  per  24  hours. 

The  evaporators  will  be  made  with  shells  and  heads  of 
plate  steel.  They  will  be  vertical,  and  will  be  subject 
to  the  approval  of  the  Bureau  of  Steam  Engineering. 
The  evaporators  and  distillers  will  be  so  fitted  and  their 
tubes  will  be  of  such  design  that  the  tubes  can  be 
readily  removed  for  scaling  or  repair,  with  adequate 
provision  for  expansion,  and  will  be  secured  to  the  tube 
sheet  m  an  approved  manner.  They  will  be  either 
straight,  bent,  or  coiled,  as  the  Bureau  of  Steam 
Engineering  may  approve.  The  tubes  of  the  evap- 
orators must  be  so  arranged  that  after  the  system  is 
removed  from  the  shell  it  will  be  accessible  in  all  its 
parts  for  scaling.  The  evaporators  will  be  felted  and 
lagged,  and  each  will  be  fitted  with  a  safety  valve,  steam 
gauge,  glass  water  gauge,  salinometer  pot,  and  blow 
valve.  The  shell  of  the  evaporator  v/ill  be  tested  to 
50  pounds  to  the  square  inch  and  the  coils  and  all  parts 
subject  to  boiler  pressure  to  250  pounds  per  square 
inch.  The  distiller  will  be  made  with  shell  of  sheet 
brass,  flanges  and  heads  of  composition,  and  coils  of 
copper  or  brass,  thoroughly  tinned  on  both  sides.  Its 
coil  will  be  fitted  with  an  inlet  and  outlet  valve. 

A  filter  of  approved  design  will  be  fitted  for  the  dis- 
tiller. 

There  will  be  provided  a  pump  of  approved  size  for 
each  evaporator  and  connections  will  be  made  so  that 
when  the  evaporators  are  connected  with  the  condens- 
ers, and   working  under  a  vacuum,  each   pump  can 


41 

be  used  to  pump  brine  from  its  evaporators,  the  latter 
being  fed  by  atmospheric  pressure.  When  the  distiller 
is  in  use,  the  evaporator  connected  with  the  distiller  will 
be  fed  by  its  pump,  and  the  brine  will  be  blown  out  by 
the  pressure  in  the  evaporator,  the  same  pump  being 
used  as  a  circulating  pump  for  the  distiller. 

The  evaporators  will  be  connected  with  the  condens- 
ers through  the  auxiliary  exhaust  pipe. 

The  distiller  will  be  placed  as  high  as  possible  so  that 
the  distilled  water  will  run  from  the  distiller  to  the 
water  tanks  by  gravity.  ....        •  ^t. 

There  must  be  no  internal  detachable  joints  m  tiie 
coils  of  either  evaporator  or  the  distiller. 

108.  MAIN  STEAM  PIPES. 

A  lap-welded  iron  or  seamless  drawn  steel  pipe  of 
approved  size  and  thickness  will  connect  the  stop  valves 
of  the  boilers  in  the  forward  and  after  fire  rooms.  The 
pipes  will  be  led  as  may  be  directed,  and  have  stop 
valves  where  shown  on  drawings.  The  flanges  will  be  of 
wrought  steel  of  approved  thickness,  bored,  faced,  and 
recessed,  with  the  pipe  rolled  tightly  into  the  flange  and 
turned  over  to  fill  the  recess  dush  with  the  face  of  the 
flange.    The  flanges  will  be  connected  by  steel  bolts. 

Straightway  valves  will  be  used  where  directed. 

109.  AUXILIARY  STEAM  PIPES. 

There  will  be  an  auxiliary  steam  pipe  extending 
through  engine  and  boiler  compartments  and  to  the 
windlass,  ejectors,  steering  and  blower  engines,  evapora- 
tors, torpedo  air  compressors  and  torpedo  motors.  It  will 
connect  with  the  auxiliary  stop  valves  in  both  boiler 
compartments,  and  will  be  of  sufficient  size  to  supply 
all  the  auxiliary  machinery.  IE  required,  valves  will  be 
placed  at  the  bulkheads  and  connection  will  be  made 
between  the  main  and  auxiliary  steam  pipes  as  may  be 
designated.  Wherever  pockets  necessarily  occur  the 
pipe  will  be  drained  and  trapped.  All  branches  from  the 
pipe  to  pumps  or  engines  on  a  lower  level  will  have  the 
stop  valve  for  such  machinery  close  to  the  main  pipe, 


42 


so  that  when  the  pump  or  engine  is  standing  idle  there 
will  be  noopportunity  for  water  to  collect  in  the  vertical 
pipe  leading  to  it. 

A  separate  auxiliary  steam  pipe,  if  required,  will  be 
fitted  connecting  the  dynamo  engine  with  the  boilers; 
if  this  separate  connection  is  required  there  will  be 
a  nonreturn  stop  valve  on  each  boiler,  and  the  pipes  will 
lead  as  direct  as  possible  to  a  separator  placed  near  the 
dynamo  enginesfall  dips  and  pockets  to  be  carefully 
avoided.  Valves  will  be  fitted  so  that  the  branch  leading 
to  either  boiler  may  be  shut  off  when  the  boiler  is  not 
connected  with  the  dynamo-engine  pipe,  and  a  valve 
will  be  fitted  in  the  pipe  leading  from  the  separator  to 
the  engine,  so  that  the  steam  may  be  shut  off  from  the 
pipe  when  the  engine  is  not  in  use.  The  trap  for  the 
separator  must  be  of  the  proper  size,  and  will  be  fitted 
with  by-pass  pipes  and  valves,  so  that  it  may  be  cleaned 
without  shutting  steam  off  from  the  engine.  There  will 
be  an  approved  reducing  valve  in  the  dynamo-engine 
steam  pipe,  placed  as  near  the  boilers  as  possible,  with  a 
steam  gauge  placed  where  directed. 

A  plan  of  the  piping  and  drains  will  be  submitted  to 
the  Bureau  of  Steam  Engineering  for  approval  before 
any  of  the  work  is  done  upon  it. 

110.  AUXILIARY  EXHAUST  PIPES. 

An  auxiliary  exhaust  pipe,  of  sufficient  size  for  all 
auxiliary  machinery  herein  specified,  and  for  such  other 
steam  machinery  as  may  be  fitted  in  the  vessel,  will  be 
fitted  and  connected  to  all  auxiliary  machinery.  It  will 
have  valves  to  direct  the  exhaust  steam  into  either  main 
exhaust  pipe  or  into  either  low-pressure  receiver. 

111.  BLEEDER  PIPES. 

A  2-inch  branch  will  lead  from  the  main  steam  pipe 
in  each  engine  room  to  the  main  exhaust  pipe,  with  a 
stop  valve  operated  from  the  working  platform. 

5864—7 


43 


112.  INTERMEDIATE  AND  LOW  PRESSURE  STEAM  PIPES. 

A  T^-inch  branch  from  the  main  steam  pipe  will  lead 
to  each  intermediate,  and  a  i-inch  branch  to  each  low- 
pressure  receiver,  each  with  a  stop  valve.  The  stop 
valve  from  the  low-pressure  will  be  worked  from  the 
starting  platform.  The  branch  to  the  low-pressure 
receiver  will  be  fitted  with  a  reducing  valve  of  approved 
pattern  set  for  a  pressure  of  20  pounds  per  square  inch 
in  the  receiver. 

113.  MAIN  FEED  PIPES. 

A  seamless  drawn-brass  pipe,  iron  size,  of  the  full  size 
of  the  pump  discharge,  will  lead  from  each  main  feed 
pump  and  discharge  only  into  a  pipe  leading  to  the 
main  check  valves  on  both  boilers  so  that  either  pump 
can  be  used  on  both  boilers.  All  parts  of  the  pipes  will 
be  above  the  floors,  in  plain  view,  and  all  joints  made  by 
flanges  screwed  on  the  pipes  and  bolted  together. 

114.  AUXILIARY  FEED  PIPES. 

A  pipe  similar  to  the  main  feed  pipe  will  lead  from 
each  auxiliary  feed  pump  to  the  auxiliary  check  valves 
on  the  boil<^r  in  the  same  compartment. 

115.  ESCAPE  PIPES. 

There  will  be  a  copper  pipe  abaft  each  smoke  pipe, 
extending  as  high  as  may  be  designated,  finished  and 
secured  in  an  approved  manner.  This  pipe  will  have 
branches  leading  to  all  the  safety  valves  in  its  compart- 
ment. The  area  will  equal  the  combined  areas  of  the 
safety  valves  with  which  it  is  connected. 

116.  DECK    CONNECTIONS    FROM    AUXILIARY  FEED 

PUMPS. 

A  I  ^ -inch  pipe  will  lead  from  the  discharge  of  each 
auxiliary  feed  pump  to  the  deck  with  a  branch  to  the 
adjoining  engine  room.  These  pipes  and  branches  will 
have  approved  straightway  valves  and  fire  plugs  where 
directed. 


44 


A  reverse  coupling  will  be  supplied  with  adapters  to 
suit  the  various  sizes  and  threads  of  fire  hose  commonly 
in  use. 

117.  PIPES  THEOUGH  WATER-TIGHT  BULKHEADS  AND 

DECKS. 

They  will  be  made  water-tight  by  stuffing  boxes, 
flanges,  or  other  approved  means,  but  the  bulkhead  itself 
must  form  no  part  of  the  joint. 

Pipes  must  not  be  led  in  such  a  manner  that  the  angles 
or  T's  of  bulkheads  have  to  be  cut. 

118.  DRAINPIPES  AND  TRAPS. 

All  places  where  condensed  steam  can  accumulate 
will  be  provided  with  drainpipes  and  cocks  or  valves  of 
ample  size.  The  lowest  part  of  all  water  pipes^  and  all 
pump  cylinders  and  channel  ways  will  have  drain  cocks 
with  pipes  where  required.  The  handles  of  all  drain 
cocks  will  point  downward  when  closed. 

There  will  be  an  automatic  trap  of  approved  pattern 
for  draining  the  radiators. 

119.  THICKNESS  OF  COPPER  PIPES. 

The  thickness  of  copper  straight  steam  piping,  fire  ser- 
vice, and  blow-off  pipes  will  be  found  by  the  following 
formula: 

P  X  D  I  __rjs  Where  P  =  boiler  pressure  above  at- 
~8ooo      16"    '  mosphere. 

D  =  inside  diameter  of  pipe. 
T  =  thickness  in  inches. 

The  thickness  for  feed-suction  piping  will  be  inch. 

The  low-pressure  exhaust  pipe  will  be  No.  12,  B.  W.  G. 

All  exhaust  and  other  pipes  not  in  the  above  list  will 
be  made  of  approved  thickness. 

Bent  copper  pipes  to  be  made  from  one  gauge  thicker 
material  than  is  required  for  straight  pipes.  No  bend 
of  which  the  mean  radius  is  less  than  one  and  a  half 
times  the  bore  of  the  pipe  will  be  allowed. 


45 


120.  MATERIAL  AND  FITTING  OF  PIPES. 

All  pipes  less  than  2  inches  diameter,  except  the  lower 
end  of  bilge-suction  pipes,  will  be  of  copper  unless  other- 
wise specified. 

All  steam  piping  above  2  inches  diameter  will  be 
made  of  lap-welded  iron,  unless  otherwise  specified,  and 
size  and  thickness  must  be  approved  by  the  Bureau  of 
Steam  Engineering. 

The  lower  part  of  bilge-suction  pipes  will  be  of  galvan- 
ized iron.  All  copper  and  brass  piping  of,  and  less  than, 
6  inches  diameter  will  be  seamless  drawn.  All  copper 
pipes  will  have  composition  flanges  brazed  on  and  will 
have  the  end  of  the  pipe  expanded  into  a  recess  in  the 
face  of  the  flange.  All  feed  and  blow  pipes  will  have 
composition  flanges.  All  flanges  of  copper  pipes  will  be 
in  accordance  with  the  Bureau  of  Steam  Engineering 
table  of  thickness  of  pipes  and  flanges,  the  flanges  being 
made  male  and  female  where  under  pressure  greater  than 
200  pounds  and  faced  and  grooved  elsewhere.  The 
joints  between  flanges  in  steam  pipes  will  be  made  with 
approved  material.  No  material  will  be  used  that  will 
not  withstand  the  heat  of  the  steam  and  keep  tight  an 
indefinite  length  of  time,  and  any  material  used  must  be 
the  best  that  can  be  procured. 

The  Bureau  of  Steam  Engineering  must  have  a  sched- 
ule of  size,  thickness,  material,  and  construction  of  pip- 
ing before  work  is  commenced  on  it. 

All  composition  flanges  below  the  floor  plates  will  be 
connected  by  bolts  and  nuts  of  rolled  naval  brass  or 
Tobin  bronze.  All  copper-pipe  T  pieces  and  fittings  will 
be  of  composition,  except  where  otherwise  directed. 
Expansion  joints  of  approved  pattern  will  be  fitted 
where  required.  Slip  joints,  if  fitted,  will  have  stop  bolts 
and  flanges.  All  copper  pipes  in  bilges  will  be  well 
painted,  and  must  not  rest  in  contact  with  any  of  the  iron 
or  steel  work  of  the  vessel. 

All  slip  joints  will  consist  of  a  composition  stuffing 
box,  follower,  and  entering  pipe,  the  stuffing  box  and 
entering  pipe  to  be  connected  by  flanges  with  the  pipe. 


46 


All  slip  joints  to  be  packed  with  metallic  packing, 
which  must  be  approved  by  the  Bureau  of  Steam  Engi- 
neering. 

121.  AUXILIAKY-ENGINE  STOP  VALVES. 

Each  auxiliary  engine  will  have  stop  valves  in  exhaust 
pipes  as  close  to  cylinder  as  possible,  and  in  steam  pipes 
as  before  specified.  Exhaust  stop  valves  will  be  straight- 
way  where  practicable.  All  pumps,  except  circulating 
pumps  will  have  screw  check  valves  in  both  suction  and 
delivery  pipes  close  to  pump  cylinders,  so  arranged  that 
they  may  be  kept  ofe  their  seats  when  desired. 

122.  SEA  VALVES. 

There  will  be  the  following  sea  valves: 

A  main  injection  valve  for  each  engine,  fitted  with  a 

^^An  outboard-delivery  valve  for  each  engine,  which  will 
be  fitted  with  a  reverse  scoop  of  the  same  size  as  that  ot 
the  main  injection  valve  to  supply  the  condenser  when 
the  boat  is  running  backward;  ^ 

A  2-inch  sea  valve  in  each  fire  room  fitted  with  a  scoop 
of  sufficient  size  for  the  proper  supply  of  auxiliary  feed 
and  fire  pumps;  to  the  chamber  of  this  valve  will  be  con- 
nected the  pipe  for  wetting  down  ashes,  and  the  suction 
pipe  of  evaporator  pump.  . 

There  will  also  be  fitted  in  each  fire  room  a  i-mch  valve 
for  bottom  and  surface  blows,  and  the  evaporator  blow. 

There  will  be  a  valve  for  water  service  pipes  placed  at 
top  of  inlet  water  chamber  of  each  condenser. 

123.  BILGE  STRAINERS. 

The  bilge  connection  of  each  auxiliary  feed  pump 
will  be  fitted  with  an  approved  basket  or  equivalent 
strainer  above  the  floors. 

124.  ATTACHMENT  OF  VALVES  TO  HULL. 

Steel  strengthening  rings  will  be  riveted  to  plating  of 
hull  around  the  openings  for  all  sea  valves.  The  valve 
flanges  will  be  bolted  to  these  rings  by  rolled  manganese 
or  Tobin  bronze  studs,  care  being  taken  not  to  drill  the 


47 


holes  entirely  through  the  rings.  A  zinc  protecting  ring 
will  be  fitted  in  each  opening  in  outer  skin  in  such  a  man- 
ner as  to  be  easil}^  renewed. 

All  suction  valves  will  have  strainers  over  their  open- 
ings on  the  outside  of  the  vessel  fitted  as  scoops  in  an 
approved  manner.  The  details  of  scoops  will  be  sub- 
mitted to  the  Bureau  of  Steam  Engineering  before 
work  is  commenced  on  them.  These  strainers  will  have 
^-inch  holes  with  a  collective  area  equal  to  twice  the 
area  of  the  valve  openings.  Strainers  must  be  fastened 
to  valve  pipes  or  casings,  and  not  to  the  plates  of  the  hull. 

125.  COCKS  AND  VALVES. 

All  cocks  and  valves  and  their  fittings,  except  as  other- 
wise specified,  will  be  of  composition.  All  handwheels 
will  be  of  finished  brass,  except  as  otherwise  specified, 
and  will  be  at  least  one  and  one-half  times  as  great  m 
diameter  as  their  valves.  All  cocks  communicating  with 
vacuum  spaces  will  have  bottoms  of  shell  cast  in  and 
have  packed  plugs.  All  cocks  over  i  inch  in  diameter 
will  have  packed  plugs.  Reducing  valves  will  be  put  m 
where  directed  or  required. 

Valves  of  approved  pattern  wall  be  supplied  wherever 
necessary  to  complete  the  various  pipe  systems,  whether 
herein  specified  or  not.  All  valves  wull  be  so  fitted  as  to 
be  easily  ground  in,  and  be  fitted  where  required  with 
grinding-in  guides  and  handles.  No  conical-faced  valve 
will  have  a  bearing  on  its  seat  of  more  than  inch  m 
width.  All  valve  spindles  must  turn  right-handed  to 
close,  and  have  outside  threads  where  practicable.  Cocks 
and  valves  may  have,  where  approved,  in  lieu  of  wheels 
or  permanent  handles,  removable  box  or  socket  wrenches, 
marked  and  stowed  in  convenient  racks;  these  handles  to 
be  so  fitted  that  they  can  only  be  removed  when  the  valves 
are  closed.  All  cocks  and  valves  underneath  the  floor 
plates  will  have  their  wheels  or  handles  above  the  floor 
plates,  in  easily  accessible  positions,  unless  otherwise 
directed. 

The  sizes  of  valves  as  given  in  these  specifications  will 
refer  to  the  diameter  of  the  equivalent  clear  openings. 


48 


126.  LABELS  ON  GEAE  AND  INSTRUMENTS. 

All  cocks  will  have  engraved  brass  plates  to  show  their 
uses  and  to  indicate  whether  open  or  shut.  All  valves, 
except  such  as  may  be  otherwise  directed,  will  have  sim- 
ilarly engraved  plates  to  show  their  uses,  or  have  the 
same  plainly  engraved  on  nandwheels.  .    •-,  i 

All  hand  levers  or  their  quadrants  will  be  similarly 
marked.  Gear  for  working  valves  from  deck  will  be 
marked  as  elsewhere  specified. 

All  steam  stop  valves  will  have  indices  to  show  to  what 
extent  they  are  opened.  .  i 

AU  gauges,  thermometers,  counters,  telegraph  dials,  - 
speakinp--tube  annunciators,  and  revolution  indicators 
will  be  suitably  engraved  to  show  to  what  they  are  con- 
nected. .       -Ill  1 

All  engraving  will  be  deep  and  be  filled  m  with  black 

cement. 

127.  CLOTHING  AND  LAGGING. 

The  main  cvlinders  and  valve  chests,  excepting  cylin- 
der heads,  after  being  finally  secured  in  place  m  the  ves- 
sel and  tested,  will  be  covered  with  approved  incombus- 
tible nonconducting  material  and  neatly  lagged  with 
Russia  iron  all  over,  secured  with  polished  brass  bands 
and  round-headed  brass  screws.  The  upper  cylinder 
heads  will  be  covered  with  sheet  brass  lagging  3-^  inch 
thick,  with  a  sheet  of  asbestus  board  beneath  it. 

All  lagging  will  be  so  secured  as  to  be  easily  removed, 
replaced,  and  repaired.  .     .  ^ 

All  parts  of  the  condensers  except  the  water  chests  at 
ends  will  be  clothed  with  approved  material  put  on  m 
sections  so  as  to  be  easily  removed  and  replaced  and 
neatly  lagged  with  Russia  sheet  iron  secured  by  brass 

bands.  ,  .  ... 

All  steam  and  exhaust  pipes  and  all  steam  valves  will 
be  clothed  in  an  approved  manner  with  a  satisfactory 
nonconducting  material,  covered  with  No.  6  canvas; 
this  canvas  to  be  sewed  on  and  be  well  painted,  ihe 
main  steam  pipes  in  engine  room  and  the  separator  will 


49 


be  also  covered  with  approved  covering.  The  canvas 
covering  of  steam  pipes  will  be  secured  to  bulkheads 
where  the  pipes  pass  through  them. 

The  steam  cylinders  of  all  auxiliary  engines  will  be 
clothed  the  same  as  main  cylinders  and  will  be  lagged 
with  Russia  iron. 

128.  RADIATORS. 

Radiators  of  approved  patterns,  with  such  areas  as 
may  be  called  for  in  the  specifications  for  radiators  to  be 
furnished  by  the  Bureau  of  Steam  Engineering,  will  be 
furnished  and  fitted  and  connected. 

All  radiators  will  be  fitted  with  approved  valves,  with 
valve-stem  guards,  and  removable  keys  for  valve  stems. 
The  ends  of  the  stems  will  be  triangular  in  cross  sections. 

The  steam  and  drain  pipes  will  be  of  seamless  drawn 
brass,  of  iron-pipe  size,  suitably  connected  by  composi- 
tion fittings  in  a  manner  that  will  permit  them  to  be 
easily  taken  down  for  repairs. 

All  union  joints  will  be  coned  or  have  corrugated  cop- 
per washers. 

All  holes  through  bulkheads  will  be  thimbled. 

Steam  and  drain  pipes  will  be  clothed  where  near 
woodwork,  and  elsewhere  as  required. 

At  a  point  just  before  the  steam  pipes  branch  out  for- 
ward and  aft  an  adjustable  reducing  valve  of  approved 
.design  will  be  fitted.  The  drain  pipe  of  all  the  circuits 
will  have  an  approved  automatic  steam  trap  discharging 
into  feed  tank,  and  elsewhere  as  directed. 

129.  WHISTLE. 

An  approved  polished  brass  steam  whistle,  with  a  bell 
of  about  2  inches  diameter,  will  be  placed  forward  of  the 
forward  smoke  pipe,  well  above  the  level  of  the  awnings, 
and  connected  to  the  auxiliary  steam  pipe  by  a  pipe  hav- 
ing a  stop  valve  at  its  lower  end  and  a  working  valve  at 
the  upper  end. 

If  directed  a  drainpipe  with  valve  will  lead  to  the  feed 
tank. 


50 


130.  HOSE  AND  ATTACHMENTS. 

Fifty  feet  of  hose  will  be  supplied  for  each  engine  room 
and  each  fire  room.  The  hose  will  be  of  the  best  quality 
rubber-lined  linen,  all  1^2  inches  diameter,  with  coup- 
lings. Each  hose  will  be  supplied  with  an  approved 
^-inch  nozzle.  A  pair  of  spanners  will  be  supplied  for 
each  hose  nozzle.  Hose  nozzles  and  spanners  will  be 
fitted  in  beckets. 

131.  SHAFTS  THROUGH  BULKHEADS. 

All  shafts  passing  through  water-tight  bulkheads  will 
be  fitted  with  stuffing  boxes,  each  in  two  parts. 

132.  FLOOES. 

The  fire  rooms  will  be  floored  with  wrought-iron  plates 
ys  inch  thick,  with  neatly  matched  fiat-top  corrugations 
running  fore  and  aft.  The  plates  will  be  of  convenient 
size  and  easily  removable.  They  will  rest  on  proper 
ledges  of  angle  or  T  iron,  and  will  have  drain  holes 
where  necessary.  In  place  of  floors  approved  gratings 
will  be  used  in  the  engine  rooms. 

133.  LADDERS. 

Ladders  will  be  fitted  wherever  necessary  for  reaching 
the  engine  rooms  and  fire  rooms  from  deck,  and  elsewhere 
if  necessary. 

All  ladders  w^ill  be  so  fitted  as  to  be  easily  removable 
where  required,  and  will  be  joined  and  hinged,  with  neces- 
sary fastenings  and  gear,  where  they  have  to  be  moved 
when  closing  hatches. 

134.  HAND  RAILS. 

Hand  rails  and  all  necessary  dash  and  protection 
plates,  easily  removable  where  required,  will  be  fitted 
to  all  ladders  and  around  moving  parts  of  machin- 
ery, and  will  be  secured  in  an  approved  manner.  The 
hand  rails  will  be  made  of  brass  tubing  of  diameter  and 
thickness  to  be  approved,  and  will  be  polished  all  over. 
The  dash  and  protection  plates  will  be  made  of  steel  or 
iron  neatly  finished  with  polished  brass  bands. 

5864  8 


51 


135.  GEAR  FOR  WORKING  VALVES  FROM  DECK. 

The  safety  valves,  boiler  stop  valves,  and  engine-room 
stop  valves,  will  have  suitable  gear  for  working  them 
from  the  main  deck. 

136.  LIFTING  GEAR. 

Wherever  required,  holes  will  be  tapped  and  eyebolts 
or  other  approved  means  provided  for  handling  parts  of 
machinery. 

137.  OIL  TANKS. 

Oil  tanks  of  loo  gallons  total  capacity,  will  be  fitted' 
and  divided  as  may  be  directed,  with  facilities  for 
filling  from  deck.  They  will  be  made  of  galvanized 
wrought  iron,  and  will  each  have  a  hand-hole  and  cover 
near  the  top,  and  a  locked  cock  for  drawing  oil. 

The  tanks  will  be  galvanized  after  being  built. 

All  oil  tanks  will- be  fitted  with  drip  pans. 

138.  TOOLS. 

The  following  tools  will  be  furnished  in  addition  to 
those  elsewhere  specified: 

One  set  of  wrenches  complete  for  each  engine  and  each 
fire  room,  to  be  fitted  for  all  nuts  in  their  respective  com- 
partments, plainly  marked  with  sizes,  and  fitted  in  irorL 
racks  of  approved  pattern.  The  wrenches  for  nuts  of 
bolts  less  than  i  inch  in  diameter  will  be  finished,  and: 
for  all  over  2  inches  in  diameter  will  be  box  wrenches,, 
where  such  can  be  used.  Socket  wrenches  wiU  be  fur- 
nished where  required.  Open-end  wrenches  will  be  of 
steel  or  wrought  iron  with  case-hardened  jaws,  all  others 
of  wrought  iron  or  cast  steel. 

Fixed  trammels  or  gauges  for  aligning  crank  shafts, 
brass  pins  being  let  into  pillow  blocks  and  center  marked 
for  this  purpose. 

Two  complete  sets  of  fire  tools  for  each  fire  room. 

Four  coal  and  four  ash  buckets  for  each  fire  room. 

All  trammels  and  gauges  will  have  protecting  cases. 

All  tools  will  be  conveniently  stowed. 


52 


139.  DUPLICATE  PIECES. 

The  following  duplicate  pieces,  in  addition  to  others 
specified,  will  be  furnished,  fitted,  and  ready  for  use, 
viz: 

One  set  of  valves  and  springs  for  each  pump; 

One  set  of  valve  guards  and  bolts  for  one  air  pump; 

One  set  of  valve  guards  and  bolts  for  one  feed  pump; 

One  set  of  bottom  brasses  for  crank-shaft  bearings; 

One  crank  shaft  for  each  engine  to  be  fitted  in  place, 
protected  in  an  approved  manner; 

One  propeller  for  each  engine,  and  thc}^  will  be  of 
such  pattern  as  may  be  directed  after  the  trial  of  the 
vessel; 

One  complete  set  of  brasses  for  each  main-engine  valve 
gear,  so  that  all  the  brasses  can  be  replaced  at  one  time; 

One  complete  set  of  brasses  for  each  circulating-pump 
engine,  each  main  feed  pump,  each  auxiliary  feed  pump, 
and  each  blowing  engine; 

One  piston  rod  for  each  size  pump; 

One  feed  check  valve  complete; 

One  bottom  blow  valve  complete; 

One  surface  blow  valve  complete; 

One  complete  set  of  metallic  packing  for  each  size 
stuffing  box,  in  addition  to  four  sets  for  piston  rods; 

A  spare  hose  and  nozzle  for  each  steam  tube  cleaner; 

One-eighth  of  a  complete  set  of  grate  bars  and  bearers 
for  all  furnaces,  and  one  pattern  for  each  casting  in  fur- 
nace; 

One  dead  plate  for  furnaces  and  one  pattern  for  same; 

One  complete  set  of  brasses  for  two  of  the  main-engine 
connecting. rods; 

One  complete  set  of  brasses  for  two  of  the  main-engine 
crossheads; 

Two  per  cent  of  each  shape  of  boiler  tubes  used  in  the 
construction  of  the  boilers  and  such  other  spare  parts 
of  boilers  as  may  be  required  by  the  Bureau  of  Steam 
Engineering  after  an  inspection  of  the  drawings; 

Two  hundred  condenser  tubes  packed  in  boxes; 

Fifty  condenser-tube  glands; 


53 


One  spare  spring  for  each  safety  valve,  one  for  each 
sentinel  valve,  and  one  for  each  cylinder  and  pump 
relief  valve; 

One  spare  basket  for  each  Macomb  bilge  strainer; 
One  set  of  coils  or  tubes  for  each  evaporator,  with  steam 
head. 

Wherever  duplicate  pieces  are  furnished  for  one  ot 
two  or  more  pieces  of  machinery  of  the  same  size,  they 
must  be  made  strictly  interchangeable. 

All  finished  duplicate  pieces  not  of  brass  will  be  painted 
with  three  coats  of  white  lead  and  oil  and  well  lashed  in 
tarred  canvas,  with  the  name  painted  on  outside  unless 
otherwise  directed.  Brass  pieces  will  be  marked  or 
stamped.  All  pieces  will  be  stowed  in  an  approved  man- 
ner. 

All  boiler  tubes  will  be  securely  stowed  in  racks,  or  as 
directed. 

These  duplicate  pieces  are  not  to  be  regarded  as  part 
of  the  machinery  weights,  but  are  to  be  delivered  at  such 
navy  yard  as  may  be  directed. 

140.  MATERIALS  AND  WOEKMANSHIP. 

All  castings  must  be  sound  and  true  to  form,  and 
before  being  painted  must  be  well  cleaned  of  sand  and 
scale,  and  all  fins  and  roughness  removed. 

No  imperfect  casting  or  unsound  forging  will  be  used 
if  the  defects  affect  the  strength  or  to  a  marked  degree 
its  sightliness. 

All  nuts  on  rough  castings  will  fit  facings  raised  above 
the  surface,  except  where  otherwise  directed.  All  flanges 
of  castings  will  be  faced,  and  those  coupled  together  will 
have  their  edges  made  fair  with  each  other.  The  faces 
of  all  circular  flanges  will  be  made  male  and  female 
when  under  pressure  g-reater  than  200  pounds  to  the 
square  inch  and  grooved  in  all  other  places. 

When  required  all  bolt  holes  in  permanently  fixed  parts 
will  be  reamed  or  drilled  fair  and  true  in  place,  and  the 
bodies  of  bolts  finished  to  fit  them  snugly. 

All  brasses  will  be  properly  channeled  for  the  distri- 
bution of  oil. 


54 


Packing  for  stuffing  boxes  will  be  such  as  may  be 
approved. 

AH  material  used  in  the  construction  of  the  machinery 
will  be  of  the  best  quality.  The  iron  castings  will  be 
made  of  the  best  pig  iron — not  scrap — except  where  other- 
wise directed. 

Composition  castings  will  be  made  of  new  materials. 

The  various  compositions  will  be  by  weight,  as  follows: 

For  all  journal  boxes  and  guide  gibs  where  not  other- 
wise specified:  Copper  6,  tin  i,  and  zinc  ^  parts. 

Naval  brass:  Copper  62,  tin  i,  and  zinc  37  per  cent. 

For  composition  not  otherwise  specified:  Copper  88, 
tin  10,  and  zinc  2  per  cent. 

Manganese  bronze  and  Muntz  metal  will  be  of  the  best 
commercial  quality. 

Antifriction  metal  will  be  of  approved  kind. 

Ornamental  brass  fittings  will  be  of  good  uniform  color. 

All  castings  will  be  increased  in  thickness  around  core 
holes.  Core  holes  will  be  tapped  and  core  plugs  screwed 
in  and  locked,  except  where  bolted  covers  are  used,  or 
where  it  may  be  directed  that  the  holes  be  left  open. 

All  steel  forgings  will  be  without  welds  and  free  froni 
laminations. 

All  flanges,  collars,  and  offsets  will  have  well  rounded 
fillets. 

All  boiler  plates,  stays,  and  tubes  will  be  well  cleaned 
of  mill  scale  by  pickling  or  other  approved  means. 

All  flanged  parts  of  boilers  will  be  annealed,  after 
flanging,  in  an  approved  manner. 

India-rubber  valves  will  be  of  approved  kind,  of  best 
commercial  quality. 

All  bolts  for  securing  the  boiler  attachments  will, 
where  practicable,  be  screwed  through  the  boiler  plates, 
with  heads  inside. 

All  work  will  be  in  every  respect  of  the  first  quality 
and  executed  in  a  workmanlike  and  substantial  manner. 

Any  portion  of  the  work,  whether  partially  or  entirely 
completed,  found  defective,  must  be  removed  and  satis- 
factorily replaced  without  extra  charge. 


55 


141.  TESTS  OF  MATERIAL. 

All  steel  used  in  the  construction  of  the  boilers,  and 
all  steel  forgings  and  castings,  will  be  tested  in  accord- 
ance with  rules  to  be  prescribed  by  the  Navy  Depart- 
ment. 

All  boiler  tubes  will  be  tested  to  1500,  and  condenser 
tubes  to  300  pounds  pressure  per  square  inch,  applied 
internally  before  being  put  in  place. 

If  India  rubber  valves  are  used,  they  will  be  taken  at 
random,  and  must  stand  a  dry -heat  test  of  270°  Fahren- 
heit for  one  hour,  and  a  moist-heat  test  of  400°  Fahren- 
heit for  three  hours,  without  injury. 

142.  TESTS  OF  BOILERS  AND  MACHINERY. 

Before  the  boilers  are  painted  or  placed  in  the  vessel 
they  will  be  tested  under  a  pressure  of  360  pounds  to  the 
square  inch  above  atmospheric  pressure.  This  pressure 
will  be  obtained  by  the  application  of  heat  to  fresh 
water  within  the  boilers,  the  water  filling  the  boilers 
quite  full. 

The  boilers,  steam  pipes,  and  valves  and  all  fittings 
and  connections  subjected  to  the  boiler  pressure  will  be 
tested  to  360  pounds  to  the  square  inch. 

After  the  boilers  are  placed  in  the  vessel  and  connec- 
tions are  made,  the  boilers  and  pipe  connections  will  be 
tested  by  steam  to  300  pounds  per  square  inch,  and  all 
leaks  made  tight  before  they  are  clothed. 

The  high-pressure  cylinders  and  valve  chests  will  be 
tested  by  water  pressure  to  360  pounds  to  the  square 
inch,  the  intermediate-pressure  cylinders  and  connec- 
tions to  180  pounds,  and  the  low-pressure  to  90  pounds. 
The  exhaust  side  of  the  low-pressure  valve  chests  will 
be  tested  to  30  pounds.  The  condensers  will  be  tested  to 
30  pounds. 

The  pumps,  valve  boxes,  air  vessels,  and  pipes  of  all 
feed  pumps  will  be  tested  to  500  pounds  per  square  inch. 
The  cylinders  and  condensers  will  be  tested  before  being 
placed  on  board,  and  must  be  so  placed  that  all  parts 
may  be  accessible  for  examination  by  the  inspector 
during  the  tests.    All  parts  will  also  be  tested  after 


56 


l>eing  secured  on  board.  No  lagging  or  covering  is  to  be 
on  the  cylinders  or  condensers  during  the  tests.  All 
pressures  to  be  above  atmospheric  pressure. 

The  circulating  pumps  will  be  tested  by  discharging 
water  under  conditions  as  nearly  as  possible  like  those 
they  will  be  working  under  when  throwing  water  from 
the  bilges.  They  must  discharge  the  water  at  the  same 
height  as  the  water  line  is  above  the  pumps  and  through 
the  same  length  and  size  of  pipe,  drawing  water  from 
the  same  depth  as  the  lowest  part  of  the  bilge-suction 
pipe  below  the  pump  and  through  the  same  length  and 
size  of  pipe.  Each  pump  must  throw  750  gallons  per 
minute  under  this  head. 

When  the  engines  are  completed  they  will  be  firmly 
bolted  on  a  good  foundation  in  the  shop  "  A  good  dyna- 
mometer of  approved  design  will  be  applied  to  each 
engine  in  turn.  There  will  then  be  made  a  progressive 
test  of  each  engine  up  to  412  revolutions  at  full  steam 
pressure,  beginning  with  low  pressures  of  steam,  and 
various  rates  of  revolution  for  each  pressure,  the  engine 
being  indicated  for  each  speed,  and  the  dynamometer 
being  read  at  the  same  time. 

Before  this  test  is  made  the  Bureau  of  Steam  Engin- 
eering will  issue  explicit  instructions  to  be  followed. 

143.  PAmTING. 

After  a  satisfactory  test  the  boilers  will  be  painted  on 
the  outside  v^ith  two  coats  of  brown  zinc  and  oil,  and 
when  in  place  the  fronts  will  be  painted  with  one  coat  of 
black  paint. 

All  engine  work,  not  finished,  will  be  primed  with  two 
coats  of  brown  zinc  and  oil,  and  when  placed  in  position 
on  board  the  vessel  will  be  painted  with  two  coats  of 
paint  of  approved  color.  The  shafting,  when  in  place, 
will  be  painted  with  two  coats  of  red  lead  and  oil  and 
two  coats  of  black  paint. 

The  smoke  pipes  will  be  thoroughly  painted  before  and 
after  erection  on  board.  Special  care  will  be  taken  that 
the^  outside  of  the  smoke  pipe  and  the  inside  of  the 
casing  are  thoroughly  painted  before  the  smoke  pipe  and 


57 


casing  are  secured  together.  The  ventilators  will  be 
painted  similarly  to  the  smoke  pipes. 

All  pipes  will  be  painted  in  accordance  with  a  schedule 
to  be  hereafter  furnished. 

144.  PRELIMINARY  TESTS  AND  TRIALS. 

The  boilers  will  be  used  for  the  shop  test  of  the  engines 
elsewhere  specified. 

After  boilers  are  placed  on  board  and  connections  made, 
steam  will  not  be  raised  to  a  higher  pressure  than  50 
pounds  until  the  specified  water  test  has  been  made. 

All  expense  of  preliminary  tests  will  be  borne  by  the 
contractor. 

145.  SUPERINTENDING  ENGINEER'S  OFFICE. 

•  A  suitable  office  and  a  suitable  drafting  room,  properly 
furnished  and  heated,  will  be  furnished  by  the  contractor 
for  the  use  of  the  Superintending  Naval  Engineer  and 
his  assistants. 

146.  RECORD  OF  WEIGHTS. 

All  finished  machinery,  boilers,  and  appurtenances 
thereof,  as  fitted,  and  all  spare  machinery  and  tools  herein 
specified,  will  be  weighed  by  the  contractor  in  the  pres- 
ence of  the  Superintending  Naval  Engineer,  or  one  of  his 
assistants,  before  being  placed  on  board  ;  and  no  part  of 
the  material  will  be  placed  on  board  without  being  so 
weighed  to  the  satisfaction  of  the  Superintending  Naval 
Engineer. 

147.  WORKING  DRAWINGS. 

All  drawings  necessary  for  the  prosecution  of  the  work 
must  be  prepared  by  and  at  the  expense  of  the  contractor. 

Those  which  are  developments  of  the  drawings  fur- 
nished and  of  these  specifications  will  be  subject  to  the 
approval  of  the  Bureau  of  Steam  Engineering  before  the 
material  is  ordered  or  the  work  commenced;  and  a  copy 
of  each  working  drawing,  after  approval  by  the  Bureau 
of  Steam  Engineering,  will  be  furnished  to  the  Superin- 
tending Naval  Engineer  before  the  work  shown  by  the 
drawing  is  commenced.  A  copy  of  each  drawing  accom- 
panying orders  for  steel  castings  or  forgings  will  also  be 
supplied  when  the  work  is  ordered. 


58 


The  drawings  will  be  made  to  scale,  with  figured 
dimensions  of  all  parts.  If  a  correction  or  change  is 
made  in  any  part  of  a  finished  drawing,  the  dimension 
will  be  written  with  the  word  "  marked  "  after  it.  Mate- 
rials will  be  hatched  in  accordance  with  the  Bureau 
standard,  or  be  plainly  marked  with  lettering. 

In  the  drawings  furnished,  figured  dimensions,  where 
given,  will  be  followed,  and  not  scale  dimensions,  unless 
otherwise  directed.  All  discrepancies  discovered  in 
drawings,  in  specifications,  or  between  drawings  and 
specifications,  will  be  referred  to  the  Bureau  of  Steam 
Engineering. 

148.  DRAWINGS  OF  COMPLETED  MACHINERY. 

The  contractor  will  make  and  furnish  to  the  Bureau  of 
Steam  Engineering,  through  the  Superintending  Naval 
Engineer,  one  complete  set  of  drawings,  and  three  sets  of 
blue  prints  on  cloth  of  approved  quality,  of  the  boilers, 
machinery,  and  appurtenances  as  actually  completed, 
including  plans  of  the  same  as  fitted  on  board  the  vessel. 
These  drawings  will  include  every  piece  of  machinery, 
both  in  whole  and  in  part,  and  will  be  in  such  detail  as 
would  enable  the  entire  machinery  to  be  duplicated 
without  additional  drawings.  No  sheet  will  contain 
drawings  of  more  than  one  part  of  the  machinery,  except 
those  intimately  connected  with  each  other.  The  detail 
drawing  of  each  part  of  the  machinery  will  be  furnished 
within  one  month  after  the  completion  of  the  part  with- 
out waiting  for  its  incorporation  into  the  machine  as  a 
whole.  Detail  drawings  will  be  made  to  a  scale  of  not 
less  than  ij^  inches  to  the  foot.  General  plans  of  the 
machinery  in  place  in  the  vessel  will  be  made  to  a  scale 
of  %  inch  to  the  foot. 

The  pipe  plans  will  be  made  to  a  scale  of  not  less  than 
%  of  an  inch  to  the  foot.  The  pipe  plans  will  be  divided 
into  at  least  two  parts — one  showing  steam  and  exhaust 
pipes,  and  the  other  showing  all  other  pipes.  The  pipe 
plans  will  be  colored  in  accordance  with  a  schedule  to  be 
furnished,  to  indicate  the  purpose  which  the  pipes  are 
intended  to  serve,  and  accompanied  by  an  explanatory 
index. 

5864  9 


59 


All  drawings  will  be  made  on  the  best  quality  of  tra- 
cing cloth  ;  all  sheets  being  of  "  double  elephant "  size, 
or  multiple  of  this. 

Detail  drawings  will  be  hatched,  where  in  section,  in 
accordance  wnth  a  schedule  to  be  furnished,  to  show  the 
various  metals  employed. 

149.  CHANGES  IN  PLANS  AND  SPECIFICATIONS. 

The  contractor  will  make  no  changes  in  the  plans  or 
specifications  without  the  approval  of  the  Navy  Depart- 
ment. In  case  it  is  thought  advisable  to  make  changes, 
the  contractor  will  make  application  by  letter  to  the 
Bureau  of  Steam  Engineering,  through  the  Superintend- 
ing Naval  Engineer,  stating  the  nature  of  the  change, 
accompanied  by  complete  plans  and  specifications  of  the 
proposed  change,  together  with  a  statement  of  his  esti- 
mate of  the  amount  of  increase  or  decrease  in  cost. 

150.  INSPECTION. 

The  work  of  construction  of  the  boilers,  machinery, 
and  appurtenances  shall  be  at  all  times  open  to  inspection 
by  officers  appointed  for  such  purpose  by  the  Navy 
Department.  Every  facility  will  be  afforded  such  inspec- 
tors for  the  prosecution  of  their  work.  All  handling  of 
material  necessary  for  purposes  of  inspection  will  be  done 
at  the  expense  of  the  contractor.  All  test  specimens 
necessary  for  the  determination  of  the  strength  of  mate- 
rial used  will  be  prepared  and  tested  at  the  expense  of 
the  contractor.  The  contractor  will  furnish  the  Superin- 
tending Naval  Engineer  with  a  weekly  list  of  the  num- 
ber of  men  of  each  class  employed  upon  the  work,  together 
with  a  statement  of  the  number  of  hours'  labor  in  each 
class. 

151.  OMISSIONS. 

Any  part  of  the  machinery  or  any  article  pertaining 
thereto  which  may  have  been  inadvertently  omitted 
from  these  specifications  or  from  the  official  drawings, 
but  which  is  necessar}^  for  the  proper  completion  of  the 
vessel,  is  to  be  supplied  by  the  contractor  without  extra 
charge. 

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